Self-propelled wheel for bicycles and similar vehicles

ABSTRACT

A wheel with a self-contained drive mechanism is provided to propel (or assist in propulsion of) bicycles, tricycles, and similar vehicles. The wheel preferably takes the form of a detachable wheel which is readily received within the dropouts of a bicycle frame or fork to be attached therein by a standard quick-release mechanism. Thus, the wheel may be added to (or removed from) preexisting standard bicycles and the like.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of US patent application

-   -   Ser. No. 10/993,961, filed Nov. 12, 2003,        to issue as US patent    -   U.S. Pat. No. 7,828,101 on Nov. 9, 2010,        which itself is a continuation-in-part of the following        International (PCT) application:    -   PCT/US03/35807 filed Nov. 12, 2003        which itself claims the benefit of priority of the following        U.S. Provisional Patent Applications:    -   60/452,775 filed Mar. 8, 2003; and    -   60/430,554 filed Dec. 3, 2002.

This application additionally claims the benefit of priority under 35USC §119(e) of the following U.S. Provisional Patent Applications:

-   -   60/603,629 filed Aug. 20, 2004;    -   60/583,461 filed Jun. 28, 2004;    -   60/571,291 filed May 15, 2004;    -   60/563,735 filed Apr. 20, 2004;    -   60/554,936 filed Mar. 20, 2004;    -   60/541,456 filed Feb. 3, 2004; and    -   60/525,951 filed Nov. 28, 2003.

The entireties of all of the foregoing applications are incorporated byreference herein.

FIELD OF THE INVENTION

This document concerns an invention relating generally to devices forassisting in the propulsion of human-powered vehicles (such asbicycles), and more specifically to motor-driven wheels for bicycles.

BACKGROUND OF THE INVENTION

Bicycles, tricycles, and similar human-powered vehicles have in the pastbeen provided with propulsion assistors which help the vehicle'soperator propel the vehicle with less effort on the operator's part.Examples of such propulsion assistors are found in U.S. Pat. No.5,755,304 to Trigg; U.S. Pat. No. 5,855,249 to Nishimura; U.S. Pat. No.6,347,682 to Buchner; U.S. Pat. No. 6,290,014 to MacCready, Jr.; U.S.Pat. No. 6,024,186 to Suga; U.S. Pat. No. 5,865,267 to Mayer et al.;U.S. Pat. No. 5,842,535 to Dennis; U.S. Pat. No. 5,662,187 to McGovern;U.S. Pat. No. 4,906,053 to Kawai; U.S. Pat. No. 4,028,915 to Stahl; U.S.Pat. No. 5,560,442 to Canderle; U.S. Pat. No. 5,341,892 to Hirose etal.; U.S. Pat. No. 5,474,150 to Mabuchi; U.S. Patent Appln. Publication2002/0147068 to Chikaraishi; German Patent DE4000960 to Stoll; andBrazilian Patent PI 9601936-0 to Tanaka.

A common approach was to provide a roller which frictionally engaged toa vehicle wheel at the wheel's top, with the roller being driven by anelectric or internal combustion engine to thereby drive the vehiclewheel. This approach has several disadvantages, e.g., it raises thecenter of gravity of the vehicle (which can hinder operation), and it isinefficient insofar as propulsion relies on continuously distorting thevehicle's tire.

Another approach has been to add an external cart behind or adjacent thevehicle, with the cart including a motor and serving as the propulsionassistor. This approach also carries disadvantages, e.g., it changes thehandling characteristics and effective size of the vehicle.

A more recent approach has been to provide a motor in place of the hubassembly of one of the vehicle wheels. Batteries and controls for thismotor are attached to the vehicle's frame. This approach isdisadvantageous in that installation and removal of the propulsionassistor is time-consuming: the vehicle is not readily convertiblebetween a solely human-powered vehicle and a propulsion-assistedvehicle. In some cases, it has been proposed to place the battery forthe motor in the rotating portion of the wheel. Given the substantialmass of the battery, this increases the rotational inertia of the wheel,degrading vehicle handling and performance.

BRIEF DESCRIPTION OF THE DRAWINGS

A first exemplary version of the invention is illustrated in FIGS. 1-10,wherein:

FIG. 1 is an external view of the end of a front wheel for a standardbicycle;

FIG. 2 is an external view of the right side of the wheel of FIG. 1;

FIG. 3 is a view of the right side of the wheel of FIG. 1, with theright spoke assembly, electronics covers, and right bearings removed;

FIG. 4 is a cross-sectional view A-A of the wheel of FIG. 3;

FIG. 5 is a removed cross-sectional view B-B of FIG. 3;

FIG. 6 is a side view of a serrated, lobed anti-rotation washer for awheel similar to that of FIG. 1;

FIG. 7 is an edge view of a serrated, lobed anti-rotation washer for awheel similar to that of FIG. 1;

FIG. 8 is a side view of an alternate modification to prevent rotationof the internal support member;

FIG. 9 is a flow chart for control of the wheel of FIG. 1; and

FIG. 10 is an electronic block diagram of control circuitry for thewheel of FIG. 1.

A second exemplary version of the invention is illustrated in FIGS.11-23, wherein:

FIG. 11 is an external view of the end of a front wheel for a standardbicycle;

FIG. 12 is an external view of the right side of the wheel in FIG. 11,with access panels attached;

FIG. 13 is an external view of the right side of the wheel in FIG. 11,with access panels removed;

FIG. 14 is a cross-sectional view A-A of the wheel of FIG. 13;

FIG. 15 is a removed cross-sectional view B-B of the wheel of FIG. 13;

FIG. 16 is a cross-sectional view A-A of the wheel similar to that ofFIG. 13, but designed to accommodate a larger motor;

FIG. 17 is a schematic representation of an engaged frictional drive fora wheel similar to that of FIG. 16;

FIG. 18 is a schematic representation of a disengaged frictional drivefor a wheel similar to that of FIG. 16;

FIG. 19 is a cross-sectional view of the drive of FIG. 18;

FIG. 20 is a schematic representation of an engaged frictional drive fora wheel similar to that of FIG. 16;

FIG. 21 is a schematic representation of an engaged frictional drive fora wheel similar to that of FIG. 14;

FIG. 22 is a schematic representation of a disengaged frictional drivefor a wheel similar to that of FIG. 14; and

FIG. 23 is a cross-sectional view of the drive of FIG. 22.

A third exemplary version of the invention is illustrated in FIGS.24-27, wherein:

FIG. 24 is an external view of the side of a front wheel for a standardbicycle, with access panels removed;

FIG. 25 is a cross-sectional view A-A of the wheel of FIG. 24;

FIG. 26 is a cross-sectional view of the lower half of A-A of a wheelsimilar to that of FIG. 24, showing an alternate support rollerarrangement; and

FIG. 27 is a cross-sectional view B-B of the wheel of FIG. 24.

A fourth exemplary version of the invention is illustrated in FIGS.28-32, wherein:

FIG. 28 is an external view of the rear of the drive attachment for thefront of a standard bicycle;

FIG. 29 is an external view of the right side of a drive attachment ofFIG. 28;

FIG. 30 is an external view of the right side of the drive attachment ofFIG. 29, with the electronics enclosure cover removed;

FIG. 31 is an external view of the left side of the drive attachment ofFIG. 29, with the electronics enclosure cover removed; and

FIG. 32 is a removed cross-section A-A of FIG. 30.

A fifth exemplary version of the invention is illustrated in FIGS.33-35, wherein:

FIG. 33 is an external view of the rear of the drive attachment for thefront of a standard bicycle;

FIG. 34 is an external view of the right side of a drive attachment ofFIG. 33; and

FIG. 35 is a cross-sectional rear view of the hub assembly and fasteningpoints of the drive attachment of FIG. 34, section A-A.

A sixth exemplary version of the invention is illustrated in FIGS.36-37, wherein:

FIG. 36 is an external rear view of the drive attachment for the frontof a standard bicycle; and

FIG. 37 is an external view of the right side of a drive attachment ofFIG. 36.

A seventh exemplary version of the invention is illustrated in FIGS.38-40, wherein:

FIG. 38 is an external view of the right side of the drive attachmentfor the front of a standard bicycle;

FIG. 39 is a cross-sectional view AA of FIG. 38; and

FIG. 40 is an external view of the right side of an alternative driveattachment for the front of a standard bicycle.

An eighth exemplary version of the invention is illustrated in FIGS.41-43, wherein:

FIG. 41 is an external view of the right side of a wheel, with accesspanels attached;

FIG. 42 is an external view of the right side of the wheel of FIG. 41,with access panels removed;

FIG. 43 is a removed cross-sectional view B-B of the wheel of FIG. 42.

A ninth exemplary version of the invention is illustrated in FIG. 44,wherein:

FIG. 44 is a view of an exemplary handle wherein some of the foregoingand following wheels may be mounted to allow the wheel to propel in-lineskaters, skateboarders, and the like.

A tenth exemplary version is illustrated in FIGS. 45-52, wherein:

FIG. 45 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 46 is an external view of the end of the wheel of FIG. 45;

FIG. 47 is a view of the right side of the wheel of FIG. 45, with themotor mount and hub cover removed;

FIG. 48 is a removed cross sectional view A-A of the wheel of FIG. 45;

FIG. 49 is an enlarged, removed cross sectional view of the central hubbearings, with section in the same plane as FIG. 48.

FIG. 50 is view of the right side of the wheel of FIG. 45, with the hubcover and motor mount removed, and showing a first alternative frictiondrive contact force multiplication method;

FIG. 51 is an enlarged, removed cross sectional view of the drivespindle contact area, with section in the same plane as FIG. 48, andshowing a second alternative friction drive contact force multiplicationmethod;

FIG. 52 is an enlarged, removed cross sectional view of the drivespindle contact area, with section in the same plane as FIG. 48, andshowing a third alternative friction drive contact force multiplicationmethod.

An eleventh exemplary version is illustrated in FIGS. 53-56, wherein:

FIG. 53 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 54 is an external view of the end of the wheel of FIG. 53;

FIG. 55 is a view of the right side of the hub assembly for the wheel ofFIG. 53, with the motor mount and hub cover removed;

FIG. 56 is a removed cross sectional view A-A of the wheel of FIG. 53;

A hub assembly for a twelfth exemplary version is illustrated in FIGS.57-58, wherein:

FIG. 57 is a view of the right side of a hub assembly of a wheel for astandard bicycle, with the motor mount and hub cover removed;

FIG. 58 is a removed cross sectional view A-A of the hub assembly ofFIG. 57.

A thirteenth exemplary version is illustrated in FIGS. 59-62, wherein:

FIG. 59 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 60 is an external view of the end of the wheel of FIG. 59;

FIG. 61 is a view of the right side of the hub assembly for the wheel ofFIG. 59, with the motor mount removed;

FIG. 62 is a removed cross sectional view A-A of the hub assembly ofFIG. 61.

A fourteenth exemplary version is illustrated in FIGS. 63-69, wherein:

FIG. 63 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 64 is an external view of the end of the wheel of FIG. 63;

FIG. 65 is a view of the right side of the hub assembly for the wheel ofFIG. 63, with the motor mount and anti-rotation leg removed;

FIG. 66 is a view of the left side of the hub assembly for the wheel ofFIG. 63, with the battery and battery bracket removed;

FIG. 67 is a removed cross sectional view A-A of the hub of FIG. 65 andFIG. 66;

FIG. 68 is an exploded view of the hub assembly of FIG. 65 and FIG. 66;

FIG. 69 is an exploded view of the motor mount assembly for the wheel ofFIG. 63.

A fifteenth exemplary version is illustrated in FIGS. 70-71, wherein:

FIG. 70 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 71 is a removed cross sectional view A-A of the wheel of FIG. 70.

A sixteenth exemplary version is illustrated in FIGS. 72-73, wherein:

FIG. 72 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 73 is a removed cross sectional view A-A of the wheel of FIG. 72.

A seventeenth exemplary version is illustrated in FIGS. 74-79, wherein:

FIG. 74 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 75 is an external view of the end of the wheel of FIG. 74;

FIG. 76 is a removed cross sectional view A-A of the wheel of FIG. 74;

FIG. 77 is an end view of the automatic clutch assembly of the wheel ofFIG. 74;

FIG. 78 is a side view of the battery compartment, with access panelremoved, of the wheel of FIG. 74;

FIG. 79 is a top view of the inside of the battery compartment of thewheel of FIG. 74.

An eighteenth exemplary version is illustrated in FIG. 80, wherein:

FIG. 80 is an external view of the right side of a standard bicyclefitted with propulsion accessories.

A nineteenth exemplary version is illustrated in FIGS. 81-83, wherein:

FIG. 81 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 82 is an external view of the end of the wheel of FIG. 81;

FIG. 83 is a removed sectional view A-A, showing the drive components ofthe wheel of FIG. 81.

A twentieth exemplary version is illustrated in FIGS. 84-86, wherein:

FIG. 84 is an external view of the right side of a front wheel for astandard bicycle;

FIG. 85 is an external view of the end of the wheel of FIG. 84;

FIG. 86 is a removed sectional view A-A, showing the drive components ofthe wheel of FIG. 84.

A twenty first exemplary version is illustrated in FIG. 87-88, wherein:

FIG. 87 is an external view of an alternate mounting and controlarrangement, that is applicable to all versions described in theattached material;

FIG. 88 is an external of an alternate hub battery support arrangement,which is applicable to the nineteenth and twentieth versions.

DETAILED DESCRIPTION OF PREFERRED VERSIONS OF THE INVENTION

To illustrate the invention and the various forms that it may take,following is a description of several exemplary versions of theinvention, which will be described with reference to the accompanyingdrawings.

First Exemplary Version of the Invention (FIGS. 1-10)

FIG. 1 shows an end view of a wheel 100 specifically configured for usewith a bicycle. The wheel 100 includes a tire 101, which contacts thepavement 102 during normal use. The tire 101 may be a standard 26×1.5inch tire in this version. The wheel preferably attaches to the bicyclewith a quick release assembly 103, such as is found on many bicyclescurrently sold. The quick release assembly 103 functions in the usualway, such that compression between the quick release assembly 103 and aleft bearing cone locknut 104L and a right bearing cone locknut 104Rrigidly attaches the wheel 100 to a standard bicycle, with an axle 105fitting into a bicycle fork dropout. A left external support member 106Land a right external support member 106R define the boundary of much ofthe wheel in this view. The space between the left external support 106Land the right external support 106R is narrow enough to fit the bicyclewithout modification. The left external support 106L and the rightexternal support 106R are preferably formed of aluminum, but could bemolded, cast, spun, or machined from metal, composites, or othermaterials.

FIG. 2 shows a right side view of the wheel 100. The tire 101 isattached to a rim 107 in standard fashion. Inside the tire 101 is atube, indicated by a tube stem 108; alternatively, the tire 101 could betubeless. The rim 107 is preferably formed of an aluminum alloy, butcould be fabricated from a high strength plastic. The rim 107 isattached to the left external support 106L. The left external support106L is actually larger diameter than the right external support 106R,as will be more apparent in FIG. 4. The left external support 106Lincludes several external support ribs 109, which strengthen themechanical attachment between the rim 107 and the interior of the wheel100. An internal support member 110, which does not rotate with the tire101, can be seen in this view through ventilation voids in the rightexternal support 106R. The internal support 110 supports the activeelements of the wheel 100 which provide propulsion, and it (and the axle105 to which it is affixed) remains in the illustrated position whilethe tire 101 and external supports 106R and 106L rotate. The spokes inthe right external support 106R are twisted slightly to promote airflowaround the internal support 110, which also serves as a heat sink.Several external support bolts 122 attach the left external support 106Land the right external support 106R to a common element, as will beshown in FIG. 4.

FIG. 3 is a right side view of the wheel 100, with the right externalsupport 106R, electronics covers, and bearings removed to show internaldetails. The axle 105 is secured to the internal support 110 with anaxle nut 124. The internal support 110 supports a drive motor 111 andone or more batteries 112 (here depicted as forty rechargeable D-sizecells, which provide 48 total Volts and total capacity of nineAmp-hours). The drive motor 111 is preferably a compact NdBFe permanentmagnet motor capable of providing 220 Watts of continuous output power,at about 88% system efficiency at 3500 rpm. An exemplary suitable motor111 is the #TG3600-120 brushless motor manufactured by G&G Technology,Inc. (Santa Barbara, Calif., USA). The internal support 110 hassufficient stiffness and strength to support the batteries 112 and thedrive motor 111, and may be made of cast aluminum. The internal support110 includes several internal support ribs 113, which strengthen theinternal support 110, serve as cooling fins, and divide the internalsupport 110 into separate compartments. These components can be madewater resistant when fitted with covers and gaskets. The internalsupport 110 also includes an internal support drum 114, which encirclesinternal support 110, further strengthening the internal support 110.

Rotational energy is transmitted from the drive motor 111 to the tire101 through a pinion gear 115, as will be detailed in FIG. 4. The gearratio between the pinion gear 115 and the bevel gear 117 is chosen foroptimum motor efficiency in powering a bicycle at the 10 to 20 mile perhour speed range on level pavement, which requires approximately 200watts. If the aforementioned exemplary drive motor 111 is used (whichprovides about 220 watts of output power at maximum efficiency at about3500 rpm), the gear ratio is preferably chosen to move the surface ofthe tire 101 at 16 miles per hour with a 3500 rpm motor speed. Thepinion gear 115 is coupled to the drive motor 111 through a freewheel118, such that the tire 101 will turn without rotating the rotor of thedrive motor 111 if the drive motor 111 is unpowered. The freewheel 118thus enables the rider to pedal with no resistance from the drive motor111 if the bicycle is traveling too slowly or quickly for the drivemotor 111 to be of assistance, or if the drive motor 111 is disabled.

FIG. 4 is a cross-sectional view AA of FIG. 3. Several external supportbolts 122 attach the left external support 106L and right externalsupport 106R to the bevel gear 117. Several rim bolts 123 attach the rim107 to the left external support 106L. An axle 105 is secured to theinternal support 110 with an axle nut 124. The outer face of the axlenut 124 contains a polished race for a caged thrust bearing assembly125. The caged thrust bearing assembly 125 also contacts a hub bearingcup 126, which supports several hub bearings 127. The hub bearings 127are constrained between the hub bearing cup 126 and a hub bearing cone128, and function in a manner similar to that of a conventional bicyclewheel. The caged thrust bearing assembly 125 is useful because there isno rotating central axle or other support, as in a conventional hub. Theleft hub bearings are identical to the right, and each side is heldtogether by locking the cone with a corresponding bearing cone locknut104L or 104R.

The drive motor 111 transmits rotational energy along a motor shaft 116to the pinion gear 115. The pinion gear 115 is beveled toward the pointof intersection of the axis of the motor shaft 116 with the major wheelaxis. This bevel angle matches that of a bevel gear 117, which is drivenby the pinion gear 115. A support roller 134 (here an outer bearingsleeve) contacts smooth walls of a groove in the bevel gear 117, to keepthe wheel running true, for efficient power transmission, as will beshown in FIG. 5. Given the proper material and manufacturing technique,it may be possible to combine the left external support 106L, the bevelgear 117, and the rim 107 into a single part, which could be cast ormolded from plastic or metal.

FIG. 5 shows the removed cross-sectional view BB of FIG. 3. A shoulderbolt 131 accurately attaches a bearing spindle 132 to the internalsupport 110. The bearing spindle 132 is press fit to hold a set oftruing bearings 133 which rotationally bear the support roller 134.Suitable truing bearings 133 are the #6680K11 bearings fromMcMaster-Carr (Chicago, Ill., USA). Roller or plain bearings could alsobe used here, and may be preferred, provided they would withstand boththe axial and radial stresses in operation. The outer diameter of thetruing bearings 133 is press fit into the support roller 134. The outercylindrical surface of the support roller 134 is beveled toward theintersection of the axis of the bearing spindle 132 with the major axisof the wheel 100, as defined by the center of the axle 105. A rightbeveled slot wall in the bevel gear 117 is beveled at the same angle asthe support roller 134, and is normally about 0.01 inches from thesupport roller 134. During a left turn, however, the external supporttwists slightly, bringing the right beveled slot wall in the bevel gear117 in contact with the support roller 134. Referring back to FIG. 4,another support roller (again provided as an outer bearing sleeve) 134can be seen which will come into contact with a left beveled slot wallin the bevel gear 117 during a right turn. Another pair of truingbearings 133 are located on the other side of the pinion gear 115.Acting together, these four truing bearings 133 and the support rollers134 use the stiff, non-rotating internal support 110 to keep the bevelgear 117 spinning true, and the pinion gear 115 efficiently engaged.Alternatively, the truing bearings 133 may be lightly preloaded to havethe support rollers 134 maintain contact with the beveled slot walls atall times. Additional truing bearings 133 and support rollers 134 may beadded if desired to reduce wheel shimmy at high speeds. An access hole136 is bored through the left external support 106L and the bevel gear117 so that the shoulder bolt 131 can be inserted and tightened duringassembly. A cylindrical dust shield 137L,R prevents dust from enteringthe region near the bevel gear 117.

Alternative means of power transmission that are more tolerant of wheeltrueness could be used instead of (or in addition to) the pinion gear115. For example, a spur gear in contact with teeth cut on the interiordiameter of bevel gear 117, with such teeth pointing towards the axle105, would be less affected by variations in the axial position of thebevel gear 117. This would require the addition of another set of gearsto couple to the drive motor 111.

It is assumed that the left external support 106L and the right externalsupport 106R are strong enough to prevent buckling and significantchanges in the radial distance of the bevel gear 117 from thenon-rotating parts of the wheel during use and minor collisions.However, the addition of another set of bearings in the vicinity of thebottom and front of the wheel 100, and having an axis parallel to themajor wheel axis (the axle 105), would help prevent the left externalsupport 106L and the right external support 106R from experiencing suchdeformation. These bearings could be supported by the internal support110, and would contact the bottom of the slot in the bevel gear 117 ifthere is a radial (out of round) distortion.

It is thus seen that the tire 101 (and its external supports 106L, 106R)are rotationally driven by the drive motor 111 and its pinion gear 115on the stationary internal support 110, which is held fixed to thebicycle by the stationary axle 105. Thus, the wheel 100 may be simplyinstalled as a unit within a standard bicycle by affixing the axle 105within the dropouts of a bicycle fork. Since high torque from the wheel100 may cause the wheel 100 to rotate within the fork dropouts,modifications can be made to the above-described wheel to better preventsuch rotation. To illustrate, FIG. 6 is a side view of a serrated, lobedanti-rotation washer for a wheel similar to that of FIG. 1. A leftanti-rotation washer 138 is designed to prevent the internal support 110from rotating in the direction opposite the wheel 100 rotation when thedrive motor 111 is engaged. Pressure from the quick release assembly 102alone may be insufficient to prevent such rotation, so a dropout tang139 fits into the bicycle fork dropout. Several serrations 140 engagematching serrations cut into the left bearing cone locknut 104L. Athrough hole 141 allows the axle 105 to pass through.

Another modification is depicted in FIG. 7, which provides an edge viewof a serrated, lobed anti-rotation washer for a wheel similar to that ofFIG. 1. The serrations 140 are cut for maximum strength in preventingclockwise rotation. A similar part for the right side of the wheel 100has the serrations 140 cut in the opposite direction to preventcounterclockwise rotation. Alternatively, the serrations 140 could becomplimentary dimples and protrusions, or ridges and slots, cut into theleft anti-rotation washer 138 and the left bearing cone locknut 104L.

FIG. 8 is a side view of another modification to prevent rotation of theinternal support 110. The bearing cone locknut 104R is enlarged so thatits inner threaded diameter is about twice as large as the height of theslot in the bicycle fork dropout. Note that other hub bearing componentsmust be similarly enlarged to thread onto the enlarged axle 105. Adropout tang 143R is an axial extension of the axle 105.

To activate the drive motor 111 and drive the wheel 100, control wiringcould extend from the wheel to controls situated on the bicyclehandlebars or elsewhere (as will be discussed with respect to otherversions of the invention described elsewhere in this document);however, a particularly preferred control arrangement is to provide allcontrols within the wheel 100 itself, so that installation of the wheel100 within a bicycle is completed upon fitting the wheel 100 within thebicycle fork. An example of such an arrangement follows.

Referring back to FIG. 3, control of the drive motor 111 is preferablyaccomplished through a microcontroller 119. The microcontroller 119 maybe a model #3500 single board computer, manufactured by Z world (Davis,Calif., USA) for real time operation in embedded system applications.Many similar products are available which could substitute for thismicrocontroller. A motor torque control voltage is sent from themicrocontroller 119 to a PWM motor driver 120, which sends pulsedelectrical energy from the batteries 112 to the drive motor 111 tomaintain a given output torque. A suitable PWM motor driver 120 is a#B30A8 driver available from Advanced Motion Controls (Camarillo,Calif., USA). An interface board 121 contains the analog and digitalcircuit elements which are not found on the microcontroller 119, butwhich are required for operation of the system in the manner specifiedin the block diagram of FIG. 10 (discussed below).

A brake sensor strip 129 (FIG. 4) may be attached to the rim 107 forproviding commands to the microcontroller 119 while the bicycle is inmotion. A freewheel tachometer 130 may be attached to the internalsupport 110 adjacent the freewheel 118 for speed measurement. Note thatthe bicycle speed is measured by observing the angular velocity of thefreewheel 118, which is attached to the pinion gear 115. The freewheeltachometer 130 can be of either optical or magnetic (Hall effect)design, with a reflective spot or magnet attached to the adjacentrotating freewheel 118.

FIG. 9 shows the overall operation of the wheel 100 from a systemsviewpoint. The control system is normally in a sleep mode, with powerremoved from all circuitry except that required to detect a “wake”command which activates power to the system. A suitable signal, e.g.,tapping the front brake twice, may be interpreted by as a “wake”command. This prevents power from being applied to the drive motor 111unless the means for disabling it are working.

The efficiency of the drive motor 111 varies with rotation rate andtorque. Battery life is maximized if the motor provides assistance onlyin a certain speed range. Some riders may not be concerned withmaximizing battery life, and can specify this with the user preferenceswitch on the user interface 145 (FIG. 2), which also includes a batterycharging jack. In this case, the motor will provide maximum assistanceover the widest possible speed and torque ranges, as preset using therated capabilities of the drive motor 111. The motor engages after thebicycle exceeds a minimal preset speed and acceleration, provided thisoccurs within 30 seconds of tapping the front brake twice. Subsequently,output power gradually ramps up to the maximum.

It is anticipated that most riders will have at least some interest inmaximizing battery life. Several factors are assigned various weights toinfluence motor operation thresholds by the control software. Thesefactors include rider strength, wind conditions, road grade, and therider's willingness to maintain a microcontroller-specified effort inpedaling. During the beginning of a ride, and after each stop exceeding30 seconds, the microcontroller 119 obtains determines how to assist therider based partially on the rider's strength and wind conditions. Thenet work done by these forces during the first 30 seconds (or other timeset by user preference) is determined by measuring the speed,acceleration, and road grade. Using the rider work measurement, and theefficiency profile of the drive motor 111, the microcontroller 119 willset a torque and speed range over which the drive motor 111 will receivepower. Also considered in the determination of this range is the user'spreset economy request; the rider who isn't interested in a long tripcan expect an assist over a wider speed and torque range. The rider whoneeds to travel as far as the battery will allow will operate in economymode, and be prompted for assistance when the motor is not operating athighest efficiency. The rider looking to travel as quickly as possiblewill receive assistance at higher speeds. The rider who dislikespedaling uphill will receive greater assist when the road grade sensor193 detects a hill. There is a continuum of choice in the setupparameters for various levels of economy, with up to 256 distinct setupoptions selectable by the user preference switch on the user interface145.

An increase in road grade will temporarily lower the motor startthresholds. On level pavement, both speed and acceleration thresholdsmust be surpassed within the performance evaluation period, or thesystem goes back into sleep mode. When motor start thresholds areexceeded, power to the drive motor 111 gradually ramps up until optimumcruising speed and torque is attained. In an economy mode, themicrocontroller 119 will request assistance from the rider if requiredto maintain this optimum speed. Cruising torque can be changed bycyclist while riding by sending an appropriate code through the frontbrake. This feature is especially useful when traveling with others.When the rider slows below a shutdown threshold, the motor is disableduntil the rider accelerates to exceed startup parameters, if completedwithin the preset evaluation time. The motor is disabled when thebicycle travels down a steep hill, or is otherwise traveling at greaterthan 20 miles per hour.

FIG. 10 shows the electronics associated with the wheel 100 in blockdiagram form. The microcontroller 119 includes analog and digital inputand output capabilities. The microcontroller 119 receives setupinformation about the system from a user preference switch 40, locatedon the user interface 145. The user preference switch 40 is an 8position water resistant dip switch, providing 256 combinations of setupparameters. These setup parameters are configured by the rider when thewheel 100 is stationary. Rider commands are sent to the microcontroller119 while the bicycle is in motion through a pair of front brake pickupbrushes 146, which are electrically connected to the rim 107 and a brakesensor strip 129. The brake sensor strip 129, shown in FIG. 4, iselectrically insulated from the rim 107. Conductive brake padselectrically connect the brake sensor strip 129 and the rim 107 whenbrakes are applied. The brake sensor strip 129 is connected through anelement of the front brake pickup brushes 146 to an edge triggercomparator 72, and, with appropriate current limitation, to +5 volts onan analog bus 90. The rim 107 is connected through the other element ofthe front brake pickup brushes 146 to the electrical system ground. Whenthe rider applies the front brake, the input voltage to the edge triggercomparator 72 drops from +5 volts to zero. The transition of the outputof edge trigger comparator 72 causes a motor disable bistable 70 tooutput a signal to the PWM motor driver 120 that will disable the drivemotor 111. The motor disable bistable 70 also sends this information tothe microcontroller 119. Note that the microcontroller 119 cannotoverride a motor disable command sent by the rider via the brake system,so that motor disable is independent of software loaded onto themicrocontroller 119.

Application of either the front or rear brake can slow the bicycle,whether the drive motor 111 is operating or not. Deceleration isdetected and used to disable the drive motor 111, providing a redundantbrake sensing means, which is useful if the front brake is somehowdamaged. The freewheel tachometer 130 output is a stream of pulses, witha frequency proportional to the speed of the wheel 100. A frequency tovoltage converter 64 converts this frequency to an analog voltage, whichis differentiated with respect to time by an analog differentiator 66.The output of the analog differentiator 66 is a voltage proportional tothe acceleration of the wheel 100. A comparator 68 changes state whenthe acceleration exceeds a certain negative threshold value. The outputof the comparator 68 is used to edge trigger the motor disable bistable70, resulting in the drive motor 111 being disabled if the bicycledeceleration exceeds the threshold set in the comparator 68.

Front brakes send rider commands to the microcontroller 119 when therider taps the brakes, creating electrical pulses. A switch debouncecircuit 74 prevents very short pulses, on the order of micro tomilliseconds in duration, from being interpreted as command codes. (Suchshort duration transition pulses occur during the actuation of mostmechanical switches, and are referred to as switch “bounce.”) An opencircuit condition must exist for at least 100 ms to be interpreted as acommand pulse end. Continuity maintained for between 100 ms and onesecond is interpreted as a tap. An open circuit condition must exist forat least one second to be interpreted as an end to a series of taps, ora command “word” end. A pulse timing analysis circuit 76 interprets thepulses as command codes. The pulse timing analysis circuit 76 can use,as will be apparent to those skilled in the art, an oscillator clock, orRC, delay line, or multivibrator circuits to measure time. The pulsetiming analysis circuit 76 counts the pulses, and if the output of thecomparator 68 did not indicate deceleration during the detection ofthese command pulses, the pulse timing analysis circuit 76 reenables thedrive motor 111 by resetting the motor disable bistable 70. The pulsetiming analysis circuit 76 also sends the command code to themicrocontroller 119 for implementation.

A speaker 147 may be provided to deliver audio confirmation of usercommands received by the microcontroller 119. The microcontroller 119can communicate with the rider in various languages, as set by the userpreference switch, located on the user interface 145. The rider may alsoreceive system updates regarding battery life, motor and batterytemperature, speed, battery economy requirements, and commandconfirmations, via the speaker 147.

The microcontroller 119 includes an analog-to-digital converter to readanalog parameters, including bicycle speed, acceleration, and pitch(road grade). A road grade sensor 78 is connected to the microcontroller119, so that the slope of the road on which the bicycle is traveling ismeasured. The tachometer frequency to voltage converter 64 and theanalog differentiator 66 are also connected to the microcontroller 119,for reading bicycle speed and acceleration.

The PWM motor driver 120 is controlled by the microcontroller 119. Amotor tachometer 148 provides feedback on the rotation rate of the drivemotor 111 to the PWM motor driver 120 and the microcontroller 119. Amotor temperature sensor 96 provides the microcontroller 119 with thetemperature of the drive motor 111.

Power is provided by the batteries 112, which total 48 Volts, with 9Amp-Hour capacity using nickel-metal hydride secondary batteries. Otheralternative power sources could include lead acid, nickel cadmium,lithium ion, and fuel cells, or any other suitable means of storing orreleasing electrical energy. A battery temperature sensor 84 measuresthe temperature of the batteries 112 during charging and discharging.During charging, this parameter is read by the charger through acharging jack 38, located on the user interface 145. During discharge,the battery temperature is monitored by the microcontroller 119. Thebatteries 112 power all electrical and electronic devices in the wheel100. A digital bus 92 is supplied with +5 volts via a +5 volt regulator86 connected to the batteries 112. An analog bus 90 receives +5 voltpower from a +5 volt regulator 86. The analog bus 90 also receives −5volt power from a −5 volt inverter 88.

Control of the motor can alternatively be by direct, open loop means, aswith a throttle type control. As an example, a radio frequency throttlemounted on the bicycle handlebar (preferably with a quick releasemechanism for ease of installation and removal) could communicatecommands to the microcontroller 119. A throttle control could simplifyoverall control and allow use of a less expensive, brush commutatedmotor. Also, a microphone and voice recognition capability could replaceor supplement the brake command codes, allowing the rider to verballycommand the wheel. The wheel 100 can also incorporate theft preventiondevices, including a lockable quick release assembly 103, and a sirenthat is activated if a physical disturbance is detected when in alocked/sleep mode.

The invention may be modified in various other ways as well, and someexemplary modifications are illustrated in the following alternativeversions of the invention. It should be understood that thesealternative versions may incorporate features of the foregoing wheel 100(e.g., they might utilize the control methodology described above);similarly, the foregoing wheel 100 may in some instances be modified toincorporate features of the later wheels.

Second Exemplary Version of the Invention (FIGS. 11-23)

FIG. 11 shows an end view of a wheel 200 which also exemplifies theinvention. The wheel 200 includes a tire 201 which rides on the pavement202 during normal use. A quick release assembly 203 functions in theusual way, such that compression between the quick release assembly 203and a left bearing cone locknut 204L and an axle nut 224 rigidlyattaches the wheel 200 to a standard bicycle, with the wheel axle 205fitting into a bicycle fork dropout. The axle 205 is again rigidlysecured to an internal support 210 with the axle nut 224 so that theaxle 205 and internal support 210 do not experience relative rotation.Unlike the tire 100, the tire 201 is supported radially only by a leftexternal support 206L, so the right side of the wheel 200 is exposed foreasy access to drive components (and also resulting in less rotatingmass and fewer bearings for reduced friction at the hub). Ananti-rotation peg 261 is attached to the internal support 210 and isbrought into contact with the leading edge of the bicycle fork when thewheel 200 is installed on the bicycle, and thereby prevents rotation ofthe internal support 210 when the motor is engaged. A fork contact pad249, located on the anti-rotation peg 261, prevents marring of thefinish on the bicycle fork.

FIG. 12 is an external view of the right side of the wheel in FIG. 11,with access panels attached. Separate compartment covers attach to theinternal support 210, including an electronics section access panel 250,a forward battery section access panel 251, and an aft battery sectionaccess panel 252. The covers do not completely enclose wheel, and arenot independently attached to the bicycle frame. A section of theinternal support 210 below the axle 205 is uncovered for exposure toairflow, providing heat sink capability. The left external support 206Lincludes several external support ribs 209, which strengthen themechanical attachment between a rim 207 and the interior of the wheel200. A user preference switch and a charging jack are located on a userinterface 245, and a speaker 247 may provide audio confirmation of usercommands. A pair of front brake pickup brushes 246 detect braking, asdiscussed with regard to the wheel 100. The edge of a bevel gear 217 isvisible in this figure, and its function will be described whenreviewing FIG. 14.

FIG. 13 shows an external view of the right side of the wheel in FIG.11, with access panels removed. An annular extension of the internalsupport 210 serves as a dust shield 237 for the bevel gear 217. Theinternal support 210 supports several batteries 212 (again depicted asforty rechargeable D size cells). The internal support 210 includesseveral internal support ribs 213, which strengthen the internal support210, serve as cooling fins, and divide the internal support 210 intoseparate compartments. The internal support 210 also includes aninternal support drum 214, which encircles the internal support 210 forfurther strength.

A drive motor 211 converts electrical energy into rotational energy fordriving the tire 201. Control of the drive motor 211 is preferablyaccomplished through a microcontroller 219 in conjunction with a PWMmotor driver 220 and an interface board 221 (if needed), as in the wheel100.

FIG. 14 is a cross-sectional view A-A of the wheel of FIG. 13. The rightaxle nut 224R is extended axially in the wheel 200, occupying the spacetaken up by the bearings in the wheel 100. Alternatively, the functionof the axle nut 224 could be replaced by axial extension of the internalsupport 210. Several external support bolts 222 attach the externalsupport 206L to the bevel gear 217. Several rim bolts 223 attach the rim207 to the left external support 206L. The outer face of the axle nut224L contains a polished race for a caged thrust bearing assembly 225. Abrake sensor strip 229 is attached to the rim 207. A freewheeltachometer 230 is attached to the internal support 210 for speedmeasurement.

Rotational energy is transmitted from the drive motor 211 to the tire201 through a motor shaft 216 attached to a pinion gear 215. The gearratio between the pinion gear 215 and the bevel gear 217 is chosen forefficient power transmission as discussed with the wheel 100. The piniongear 215 is coupled to the drive motor 211 through a freewheel 218 toallow the tire 201 to turn without driving the drive motor 211 if thedrive motor 211 is unpowered. A support roller 234, which will bediscussed at greater length with reference to FIG. 15, assists inkeeping the tire 201 running true.

FIG. 15 is a removed cross-sectional view B-B of the wheel of FIG. 13. Ashoulder bolt 231 accurately attaches a bearing spindle 232 to theinternal support 210. The bearing spindle 232 is press fit to hold a setof truing bearings 233, which in turn rotatably support the supportroller 234. The radial extension of the internal support 210 forms thedust shield 237. A slot cut into the bevel gear 217 provides side wallsbeveled at the same angle as the support roller 234. The right wall ofthis slot or groove is normally about 0.01 inches from the supportroller (outer bearing sleeve) 234, but during a left turn, the externalsupport 206L twists slightly, bringing the right beveled slot wall incontact with the support roller 234. Referring back to FIG. 14, anothersupport roller 234 can be seen which will come into contact with a leftbeveled slot wall during a right turn. Alternatively, the truingbearings 233 may be lightly preloaded to maintain contact with thebeveled slot walls at all times. An access hole 236 is bored through theleft external support 206L and the bevel gear 217 so that the shoulderbolt 231 can be inserted and tightened during assembly.

FIG. 16 is a cross-sectional view A-A of a wheel similar to that of FIG.13, but designed to accommodate a larger motor. The bevel gear 217, withits groove for maintaining wheel trueness, is replaced by an annulardrive disk 253. The annular drive disk 253 is attached to the rim 207 ina manner similar to the attachment of the bevel gear 117 and the rim107. The support rollers 234 contact opposite sides of the annular drivedisk 253, rather than riding inside a groove. Bevel gear teeth aredefined in the annular drive disk 253 to engage the pinion gear 215.

This wheel 200 is readily adaptable to driving the rear wheel of abicycle. This entails mounting a freewheel and pedal driven sprocket tothe outside of the left external support 206L, and axial displacement ofthe tire 201 to center it between the dropouts. The modified wheel 200is oriented such that the left external support 206L is actually on therider's right side, and the pedal driven chain engages the addedsprocket. Control electronics are modified to rotate the tire 201 in theopposite direction while under power.

It was previously noted that the drive disk 253 may bear teeth to allowpositive engagement between the pinion gear 215 and the drive disk 253.As an alternative, traction/friction engagement between the motor shaft216 and the annular drive disk 253 can simplify manufacturing and reducenoise. To illustrate, FIG. 17 is a schematic representation of anengaged frictional drive for a wheel similar to that of FIG. 16. Anormal force must be applied between a wedge roller 254 and the annulardrive disk 253 to prevent slippage when the motor 211 is driving thewheel. This force is greater than the transmitted force (or powerdivided by speed) divided by the coefficient of static friction betweenthe wedge roller 254 and the annular drive disk 253. This force ismaintained by passive means through the wedge roller 254, placed betweena drive roller 255 and the annular drive disk 253. The wedge roller 254moves along a line substantially parallel to the surface of the annulardrive disk 253. The angle between a line tangent to the wedge roller 254and the drive roller 255 at the point of contact, and the contactsurface of the annular drive disk 253, is chosen for most efficienttransmission. This angle should typically be less than twice thearctangent of the coefficient of static friction between the driveroller 255 and the wedge roller 254. A spring 256 maintains lightcontact force between the drive roller 255 and the wedge roller 254 whenthe drive roller 255 is not being driven by the motor 211. This lightcontact force is just sufficient to keep the wedge roller 254 in contactwith the drive roller 255, so that once the drive roller 255 is drivenby the motor 211, the wedge roller 254 is pulled between the driveroller 255 and the annular drive disk 253, exerting a normal force tothe annular drive disk 253 that is proportional to the torque applied bythe drive roller 255, and sufficient to drive the annular drive disk 253without slipping. Alternatively, the spring 256 could be replaced by asolenoid, so that an engaging force is applied when needed. Bydisengaging the motor 211 when not in use, friction is reduced. A fixedroller 257 and the wedge roller 254 also act to keep the wheel true,whether the drive roller 255 is engaged or not, replacing the supportrollers described previously.

FIG. 18 is a schematic representation of a disengaged frictional drivefor a wheel similar to that of FIG. 16. Note the clearance between theannular drive disk 253, and the fixed roller 257 and the wedge roller254.

FIG. 19 is a cross-sectional view of the drive of FIG. 18. The wedgeroller 254 and the fixed roller 257 are beveled toward the major wheelaxis for reduced friction. Alternatively, the wedge roller 254, thefixed roller 257A, and the annular drive disk 253 can be unbeveled tosimplify fabrication. If beveled, a groove is cut into the wedge roller254 to provide a mating surface for the drive roller 255. The driveroller 255 may or may not be freewheel mounted. The wedge roller 254 mayprovide clutch action to prevent the drive roller 255 from turning whiledisengaged, even if the annular drive disk 253 comes into contact withthe wedge roller 254.

FIG. 20 is a schematic representation of another exemplary frictionaldrive (in its engaged state) for a wheel similar to that of FIG. 16. Asis the case with the wedge roller frictional drives described above, anormal force is needed to prevent slippage in the system. However, awedge roller is unnecessary in this arrangement. The annular drive disk253 is a planar disk that is part of the rotatable wheel assembly. Thefixed roller 257 is attached to the internal support 210 (not shown inFIG. 20). The spin axis of the fixed roller 257 intersects the spin axisof the annular drive disk 253 and is perpendicular to it. An eccentricpivot 258 is attached to the internal support 210 such that theeccentric pivot axis is parallel to the spin axis of the fixed roller257. Thus, the distance between the eccentric pivot 258 and the fixedroller 257 is held constant. The axis of eccentric pivot 258 and thespin axis of the annular drive disk 257 do not intersect; the distancebetween them is also held constant. A drive roller support 259 swingsabout the eccentric pivot 258. The drive roller 255 is mounted on thedrive motor 211 (not shown in FIG. 20), which is attached to the driveroller support 259. Thus, the distance between the eccentric pivot 258and the spin axis of the drive roller 255 is held constant. In addition,the spin axis of the drive roller 255 is parallel to the eccentric pivot258 and thus perpendicular to the spin axis of the annular drive disk253. The spring 256 provides a small initial preload force between thedrive roller 255 and the annular drive disk 253 such that the surfacesare in contact when the drive motor 211 is energized to drive the wheel.The fixed roller 257 prevents deflection of the annular drive disk 253when normal forces are present between the annular drive disk 253 andthe drive roller 255. The proportions between the length of the driveroller support 259, and the distance between the eccentric pivot 258 andthe spin axis of the annular disk 253, are such that (a) the spin axisof the drive roller 255 intersects (or nearly intersects) the spin axisof the annular disk 253 when they are in contact, and (b) the geometricrelationship among the elements serves to generate sufficient contactforce between the drive roller and the annular drive disk to preventsignificant slippage when torque is applied to the drive roller in thedirection shown. The critical factor is the relationship between thecoefficient of friction and an angle alpha, defined below.

Suppose the drive roller support 259 is rotated to a position such thatthe drive roller 255 is in contact with the annular drive disk 253. Aplane P1 is perpendicular to the annular drive disk 253 and passesthrough the spin axis of drive roller 255. A plane P2 passes through theeccentric pivot 258, and the contact between drive roller 255 andannular drive disk 253. The plane P2 is indicated by the dashed line inFIG. 38. Alpha is the angle between planes P1 and P2. The angle alpha ischosen to maximize rotational energy transmission efficiency, and istherefore dependent on the coefficient of friction between the driveroller 255 and the annular drive disk 253. The angle alpha shouldtypically be less than the arctangent of the coefficient of friction.

Suppose a rotational load is present on the annular drive disk 253 andthat the drive motor 211 begins to apply torque to the drive roller 255in the direction indicated (clockwise). The initial frictional forcebetween the annular drive disk 253 and the drive roller 255 will causethe drive roller (along with the drive motor 211 and the drive rollersupport 259) to swing slightly about the eccentric pivot 258 in thedirection indicated (counterclockwise), increasing the force betweendrive roller and annular drive disk. Thus a normal force that isdirectly proportional the drive torque will be generated between thedrive roller 255 and the annular drive disk 253, and this force will besufficient to prevent significant slippage.

Alternatively, in a manner similar to a bevel gear set, the annulardrive disk 253, the fixed roller 257 and the drive roller 255 may bebeveled (conical) to eliminate differential velocity across thecontacting surfaces. The annular drive disk 253 may be crowned to reduceor eliminate edge loads. The drive roller 255 and the fixed roller 257may be cylindrical or conical to match the annular drive disk 253, andmay also be crowned. The spring 256 may be replaced by a torsion springor another passive mechanism that provides an initial preload forcebetween the drive roller 255 and the annular drive disk 253. The spring256 may be replaced by a solenoid or another active mechanism thatprovides an initial preload force when the wheel is to be driven. Withan active mechanism, the drive roller 255 could move away from theannular drive disk 253 when the drive motor 211 is not driving thewheel; this would eliminate motor drag on the wheel and thus makepedaling easier

FIG. 21 is a schematic representation of an engaged frictional drive fora wheel similar to that of FIG. 14 (and FIG. 22 provides a disengagedview). A normal force must be applied between the wedge roller 254, thedrive roller 255, and a bevel groove 260 to prevent slippage when motoris driving the wheel. This force is greater than the transmitted force(or power divided by speed) divided by the coefficient of staticfriction between the wedge roller 254, the drive roller 255, and thebevel groove 260. This force is maintained by passive means through thewedge roller 254, placed between the drive roller 255 and the bevelgroove 260. The wedge roller 254 is moves along a line substantiallyparallel to the beveled surface of the bevel groove 260. The anglebetween a line tangent to the wedge roller 254 and the drive roller 255at the point of contact, and the beveled surface of the bevel groove260, is chosen for most efficient transmission. This angle shouldtypically be less than twice the arctangent of the coefficient of staticfriction between the drive roller 255 and the wedge roller 254. A spring256 maintains light contact force between the drive roller 255 and thewedge roller 254 when the drive roller 255 is not being driven by themotor. This light contact force is just sufficient to keep the wedgeroller 254 in contact with the drive roller 255, so that once the driveroller 255 is driven by the motor, the wedge roller 254 is pulledbetween the drive roller 255 and the bevel groove 260, exerting a normalforce to the bevel groove 260 that is proportional to the torque appliedby the drive roller 255, and sufficient to drive the bevel groove 260without slipping. Alternatively, the spring 256 could be replaced by asolenoid, so that an engaging force is applied when needed. Bydisengaging when motor is not driving the wheel, friction is reduced.The drive roller 255 and the wedge roller 254 also act to keep the wheeltrue, whether the drive roller 255 is engaged or not, replacing thesupport rollers described previously.

FIG. 23 is a cross-sectional view of the drive of FIGS. 21 and 22. Thewedge roller 254 and the drive roller 255 are beveled toward the majorwheel axis for reduced friction. The wedge roller 254 and the driveroller 255 include cylindrical extensions with straight, unbeveled sidesto provide surfaces for mutual rotational engagement. Grooves cut intothe beveled walls of the bevel groove 260 provide clearance for theseextensions. The extensions are vertically centered on the beveledsurfaces to give symmetric loading about the shafts supporting the wedgeroller 254 and the drive roller 255. The drive roller 255 may or may notbe freewheel mounted. The wedge roller 254 may provide clutch action toprevent the drive roller 255 from turning while disengaged, even if thebevel groove 260 comes into contact with the wedge roller 254.Alternatively, the walls of the bevel groove 260 are straight, and thesides of the wedge roller 254 and the drive roller 255 are straight orcrowned.

Third Exemplary Version of the Invention (FIGS. 24-27)

FIG. 24 is an external view of another exemplary wheel 300 for astandard bicycle, with access panels removed. The wheel 300 includes atire 301 attached to a rim 307. An anti-rotation peg 361, which isattached to an internal support 310, is brought into contact with theleading edge of the bicycle fork when the wheel 300 is installed on thebicycle, thereby preventing the internal support 310 from rotating inthe opposite direction from which the tire 301 is driven by a drivemotor 311. An axle nut 324 attaches the internal support 310 to an axle305. The drive motor 311 is attached to the internal support 310 so thatthe axis of the drive motor 311 is parallel to the wheel axis.

A left external support 306L includes several external support ribs 309,which strengthen the mechanical attachment between the rim 307 and theinterior of the wheel 300. The internal support 310 includes a pair ofinternal support ribs 313, which strengthen the internal support 310,serve as cooling fins, and divide the internal support 310 into separatecompartments.

The wheel 300 is readily adaptable to driving the rear wheel of abicycle. This entails mounting a freewheel and pedal driven sprocket tothe outside of the left external support 306L, and axial displacement ofthe rim 307 to center it between the dropouts. The modified wheel isoriented such that the left external support 306L is actually on therider's right side, and the pedal driven chain engages the addedsprocket. Control electronics are modified to rotate the tire 301 in theopposite direction while under power. Note that a non-standardfreewheel, designed to lock in the counterclockwise direction, isrequired on the motor driven side.

Control of the drive motor 311 is preferably accomplished through amicrocontroller 319. However, control of the motor in the wheel 300 (aswell as in the other wheels described in this document) canalternatively be by direct/open loop means, as with a throttle typecontrol. A motor torque control voltage is sent from the microcontroller319 to a PWM motor driver 320, which sends pulsed electrical energy fromthe batteries 312 to the drive motor 311 to maintain a given outputtorque. An interface board 321 contains the analog and digital circuitelements not found on the microcontroller 319, but required foroperation of the system (as specified in the block diagram of FIG. 10).Some riders may not be concerned with maximizing battery life, and canspecify this with a user preference switch, which is located on a userinterface 345. A pair of front brake pickup brushes 346 conductelectrical impulses from the brakes to the interface board 321, asdescribed with regard to the wheel 100. A speaker 347 provides the riderwith command confirmation or system status information.

FIG. 25 is a cross-sectional view A-A of the wheel of FIG. 24. A largespur gear 362 is attached to the left external support 306L through afreewheel 318. Thus, the large spur gear 362 does not turn as thebicycle moves forward, unless it is driven by the drive motor 311.Alternatively, rotational energy could be transferred from the drivemotor 311 to the tire 301 by a belt, chain, or similar transmission. Hubbearings 327 are radial contact ball bearings, held against the axle 305by a bearing retaining nut 363. A bearing retaining ring 364, which canbe a snap ring, captures the hub bearing 327 within the left externalsupport 306L. A right non-rotating cover 365R is attached to the wheel300 by a cover retaining nut 366.

A quick release assembly 303 functions in the usual way, such thatcompression from the quick release assembly 303 rigidly attaches thewheel 300 to a standard bicycle, with the axle 305 fitting into abicycle fork dropout. The axle 305 is attached to the bearing retainingnut 363 and the cover retaining nut 366, each of which contact theinside of respective bicycle fork dropouts. The axle 305 is secured tothe internal support 310 with an axle nut 324. A brake sensor strip 329is attached to the rim 307.

FIG. 26 is a cross-sectional view of the lower half of A-A of a wheelsimilar to that of FIG. 24, showing an alternate support rollerarrangement. The axis of a support roller 334 is parallel to the wheelaxis. A groove in the support roller (outer bearing sleeve) 334 guides aring formed as part of the left external support 306L. The sides of thegroove in the support roller 334 intermittently contact the sides of thering in the left external support 306L, reducing axial movement of thetire 301 when axial forces are applied to the tire 301, especiallyduring a turn. Alternatively, the truing bearings may be lightlypreloaded to maintain continuous contact between the support roller 334and the left external support 306L ring sides. The support roller 334 isfree to rotate about a shaft that is extended from the internal support310. The support roller 334 is placed to the side of a tube stem 308.The heavy batteries 312 can be placed somewhat lower in thisarrangement, and the left external support 306L may be lighter and lessexpensive. Alternatively, a tubeless or non-pneumatic tire would notinclude the tube stem 308, allowing the batteries 312 to be placed evenlower.

FIG. 27 is a cross-sectional view B-B of the wheel of FIG. 24. The drivemotor 311 drives the large spur gear 362 through a small spur gear 367,with the spur gears 362 and 367 having intermeshing teeth. The smallspur gear 367 is attached to a motor shaft 316. The large spur gear 362threads on to the freewheel 318, which in turn threads onto the leftexternal support 306L. Alternatively, the freewheel 318 might attach tothe left external support 306L or the large spur gear 362 by othermeans, such as a weld, or the parts may be combined.

The internal support 310 is attached directly to the axle 305, along asubstantial portion of its length and adjacent the narrow hub bearings327. This feature allows for strong support of the massive active drivecomponents by the axle 305. Supporting drive elements directly on theaxle enables simple attachment of this wheel 300 to a bicycle.

It may prove possible to eliminate truing bearings altogether, if theleft external support member 306L is stiff enough to support axialloading during turns without substantial axial deflection. The wheel 300would be somewhat tolerant of axial deflection because the rotary motiontransmission coupling the drive system on the internal support 310 iscloser to the axle 305. Also note that the small spur gear 367, largespur gear 362, and axle 305 all share parallel axes. Spur gears,pulleys, and sprockets are all more tolerant of axial than radialmisalignment.

The wheel 300 allows for lower placement of several batteries 312, andfor more flexibility in the choice of drive transmission and gearreduction. Possibilities include the use of one or more of single ormultiple pairs of various types of gears; pulleys and belt(s); sprocketsand chain(s); friction drives; and/or other arrangements.

Fourth Exemplary Version of the Invention (FIGS. 28-32)

FIG. 28 is an external view of the rear of a wheel 400 which might beaccommodated in the front fork of a standard bicycle. The wheel 400includes a tire 401, which contacts a pavement 402 during normal use. Astandard quick release assembly 403 attaches the wheel 400 to a bicyclefork 472. The wheel 400 has a “dished” construction, i.e., severalspokes 468 are closer to the wheel centerline on the right (drive) side.This allows room for a large spur gear 462, which is attached to afreewheel 418. A small spur gear 467 engages the large spur gear 462.The small spur gear 467 is supported and driven by a motor shaft 416. Aleft external enclosure 469L and a right external enclosure 469R aresecured to the nonrotating axle by a left support locknut 470L and aright support locknut 470R. There is no physical connection between theleft external enclosure 469L and the right external enclosure 469R,except through a hub housing 477.

A pair of front brake pickup brushes 446L and 446R extend from the frontof the left external enclosure 469L and the right external enclosure469R, to contact a metal rim (407, depicted in FIG. 29) on each side.Applying pressure to the bicycle brake lever compresses a pair ofconducting brake pads 475L and 475R against the metal rim, completing anelectrical circuit which includes the brake pickup brushes 446L and446R. A tachometer magnet 471 is attached to one of the spokes 468. Thetachometer magnet 471 is sensed by a hall effect tachometer to measurebicycle speed. A user interface 445 is exposed on the left externalenclosure 469L, and may provide a charging jack and user preferenceswitch.

FIG. 29 is an external view of the right side of a drive attachment ofFIG. 28. The wheel 400 attaches to the bicycle fork 472 in theconventional manner, with the standard quick release assembly 403. Thehub is of special construction to allow attachment of the right externalenclosure 469R and left external enclosure 469L to the hub axle. Thewheel is driven by a freewheel coupled large spur gear 462.

The tire 401 is supported on a rim 407. The rim 407 is supported aboutthe hub with several spokes 468. Alternatively, the rim 16 could besupported about the hub by a composite disk, as is commonly seen onracing bicycles. This disk usually consists of a pair of thin carbonfiber disks glued to a thicker layer of foam. The composite disk isnarrower than a spoke assembly, usually not wider than the rim.

FIG. 30 is an external view of the right side of the drive attachment ofFIG. 28, with the electronics enclosure cover removed. This showsdetails within the right external enclosure 469R. A drive motor 411 islocated to place the small spur gear 467 at the proper spacing from thelarge spur gear 462, by taking the pitch diameter of each gear intoaccount, for most efficient drive transmission. Other rotary motiontransmission mechanisms are possible, such as belt or chain drives,friction drives, and/or other forms of gears.

Several batteries 412 are oriented vertically, so that the rightexternal enclosure 469R is relatively thin, except about the drive motor411. A PWM motor driver 420 is lighter than the batteries 412, so it isplaced near the top of the enclosure. Several electrical feedthroughs473 carry power and data between the left external enclosure 469L andthe right external enclosure 469R. The electrical feedthroughs 473 carrypower through separate #14 conductors at zero, 28.5, and 48 Volts. Adata cable transmits information to and from the PWM motor driver 420,the drive motor 411, and the front brake pickup brushes 446.

FIG. 31 is an external view of the left side of the drive attachment ofFIG. 28, with the electronics enclosure cover removed. Lighterelectronic components, including a microcontroller 419 and an interfaceboard 421 are placed near the top of the left external enclosure 469L.The interface board 421 contains the hall effect sensor for measuringbicycle speed, in addition to the elements described in the firstversion of the invention. The plurality of electrical feedthroughs 473are directly opposite their counterparts on right external enclosure469R, to facilitate fishing the leads through the hub. A manual controljack 474 allows direct control of the system by the rider, with anexternal control switch, or continuously variable, throttle-like powercontrol, attached to the bicycle handlebar. The system can also becontrolled through the brake pad communication protocol described in thefirst version of the invention, provided the 475R and the 475L have beenreplaced with electrically conductive, and connected, pads. Audiofeedback is provided to the rider by a speaker 447.

FIG. 32 is a removed cross-section A-A of FIG. 30. This shows how thehub is constructed to allow rigid attachment of, and electricalconnections between, the left external enclosure 469L and the rightexternal enclosure 469R. The wheel 400 is attached to the bicycle in theconventional way, by compressing a pair of bicycle fork dropouts 442Land 442R against components attached to the non-rotating axle.Compression is provided with the standard quick release assembly403C,D,E,F. A pair of axle endcaps 476L and 476R provide surfaces tosecure the dropouts 442L and 442R. A pair of dropout tangs 443L and 443Rare welded to the respective axle endcaps 476L and 476R. The axleendcaps 476L and 476R are welded to the ends of an axle 405. The axle405 is hollow to allow room for the conductors carrying power andinformation between the left external enclosure 469L and the rightexternal enclosure 469R. Holes are drilled into the axle endcaps 476Land 476R for the electrical feedthroughs 473.

A hub housing 477 rotates about the axle 405. The hub housing 477contains a hub bearing cup 426, which provides a bearing surface for ahub bearing 427. The hub bearing 427 is constrained by a hub bearingcone 428, as in a conventional bicycle wheel hub. Each hub bearing cone428 is fixed into place by tightening against a respective right bearingcone locknut 404R and a left bearing cone locknut 404L. The rightexternal enclosure 469R is secured against the right bearing conelocknut 404R by the right support locknut 470R. A keyway 478 preventsrotation of the right external enclosure 469R about the axle 405. Theleft external enclosure 469L is secured in a similar manner against theleft bearing cone locknut 404L. The freewheel 418 threads onto the hubhousing 477, and supports the large spur gear 462 allowing the wheel 400to turn without turning the motor shaft 416.

Fifth Exemplary Version of the Invention (FIGS. 33-35)

FIG. 33 is an external view of the rear of a wheel 500 for the front ofa standard bicycle, constructed in accordance with the fifth version ofthe invention of the invention. A quick release 503 secures the wheel toa standard bicycle fork 572 in the usual manner. A removable necksection 579 can be removed to facilitate replacing a tire 501. Theremovable neck section 579 contains electrical connectors for theconductors carrying power and information between a left externalenclosure 569L and a right external enclosure 569R. The removable necksection 579 is attached to a left external support neck 581L and a rightexternal support neck 581R, and secured by bolts that will appear inFIG. 34. A large spur gear 562 is driven by a small spur gear 567, whichis connected to a motor shaft 516. Other rotary motion transmissionmechanisms are possible, such as belt or chain drives, friction drives,and/or other forms of gears. A hub motor could also be used to turn thewheel instead of the large spur gear 562. A freewheel 518 attaches thelarge spur gear 562 to a hub 585, permitting travel unimpeded by motordrag while the drive motor is off, slow, or disabled. The drive motor islocated in a right external enclosure 569R, along with the controlelectronics, and some of the batteries, in an arrangement similar tothat depicted in the fourth version of the invention. The rest of thedrive components are in a left external enclosure 569L, including a halleffect wheel tachometer which senses rotation of a tachometer magnet 571that is attached to one of several spokes 568. Components are arrangedto place their total center of gravity at a point between the center ofthe axle 505 and the intersection of the tire 501 with the pavement 502,preferably as close to the pavement 502 as possible. The right externalenclosure 569R and the left external enclosure 569L are prevented fromtwisting by a pair of reinforcement webs 583L and 583R. The rightexternal support neck 581R and the left external support neck 581L eachsupport a pair of front brake pickup brushes 546L and 546R. Note thatthis wheel is dished, as a conventional multispeed freewheel assembly,since the spokes 568 are arranged asymmetrically, i.e., closer to thewheel centerline on the freewheel side.

FIG. 34 is an external view of the right side of a drive attachment ofFIG. 33. The tire 501 is attached to a rim 507 in standard fashion. Abicycle fork 572 is shown without the brake for clarity. The bicyclefork dropout fits into a dropout tang 543R and 543L, on each side. Toinstall this device, the rider holds a handle 584, and lifts the bicycleby its handlebar, sliding the bicycle fork dropout over the dropouttangs 543R and 543L. The hand that held the handle 584 then can be usedto close the quick release assembly 503 without the drive attachmentpivoting about the hub. A cable 580 connects the two enclosures whichcontain drive components shown in the previous version of the invention.The right external support neck 581R attaches to the left externalsupport neck 581L with a pair of neck bolts 582.

The usual rider interface components are located at the top of the rightexternal support neck 581R. It is also possible to put a forward facingheadlamp and associated switch here. A brake sensor strip 529 isattached to the rim 507. Some riders may not be concerned withmaximizing battery life, and can specify this with the user preferenceswitch, located on the user interface 545. A speaker 547 may provide therider with audio confirmation of commands, and system status updates. Amanual control jack 574 may alternatively allow open loop control of thedrive with a throttle style control mounted on the bicycle handlebar.This control method is less complicated than the semi-autonomous controldescribed in FIG. 10, and allows the rider to obtain “power on demand.”

The reinforcement web 583 may be extended vertically to dampen axialoscillations of the left external enclosure 59L and the right externalenclosure 59R. The reinforcement web 67 could even extend upward tobecome a windshield, (if composed of a transparent material) and forwardto become a drag reducing cowling.

FIG. 35 is a cross-sectional rear view of the hub assembly and fasteningpoints of the drive attachment of FIG. 34, section A-A. A right externalenclosure support 599R and a left external enclosure support 599L aresandwiched between respective pairs of locknuts. These pairs consist ofa right bearing cone locknut 504R and a right support locknut 570R, anda left bearing cone locknut 504L and a left support locknut 570L. Outersupport locknuts fit into counterbored lands on respective enclosuresupports. The locknuts are not removed unless the hub requiresmaintenance. The right external enclosure 569R and the left externalenclosure 569L attach to respective enclosure supports 585R and 585Lwith bolts accessible from within the respective enclosures. A rightdropout tang 543R and a left dropout tang 543L are part of the rightexternal enclosure 569R and the left external enclosure 569L. Thebicycle fork 572 is attached to an axle 505 with the usual quick releaseassembly 503. Note that the axle 505 and quick release skewer passthrough the hub 585 and freewheel 518, but that the cross-sectionaldetails of the hub and freewheel insides are omitted.

Sixth Exemplary Version of the Invention (FIGS. 36-37)

FIG. 36 is an external rear view of a wheel 600 for the front of astandard bicycle, constructed in accordance with the sixth version ofthe invention of the invention. The wheel 600 includes a tire 601, whichcontacts a pavement 602 during normal use. A large spur gear 662 isattached to a coaster brake 686, which is part of a hub 685. A coasterbrake clamp 687 attaches to an external support neck 681, which extendsdown in a fork around the small wheel. When the front brake lever issqueezed, a right brake pad 675R approaches a left brake pad 675L, andcompresses a brake switch located between a left brake contact point688L and a right brake contact point 688R. The brake switch is pressuresensitive, and the electronics respond by telling a drive motor 611(shown in FIG. 37) to apply reverse torque, in direct proportion to theforce applied to the brake switch. This actuates the coaster brake 686,to help slow the bicycle with a deceleration proportional to the amountof force the rider applies to the front brake lever. An alternativebraking mechanism could use a caliper brake instead of the coasterbrake.

Note that the tire 601 is less than half the diameter of previousversion of the inventions. This feature allows electrical energy andinformation to be transferred between active drive components containedin a left external enclosure 669L and a right external enclosure 669R.The electrical energy and information is transmitted through a cablelocated in a reinforcement web 683. The wheel 600 is secured by a quickrelease assembly 603A, which closes on a bicycle fork 672, at thedropouts. A secondary quick release assembly 603B prevents the wheelfrom pivoting about the primary quick release assembly 603A. Thesecondary quick release assembly closes on a dropout 642 that isattached to the top of the external support neck 681. A right dropouttang 643R and a left dropout tang 643L may be strong enough to preventthe entire attachment from twisting about the dropout of the bicyclefork 672, but the secondary quick release assembly 603B has been addedas a safety measure. This quick release assembly 603B holds a dropout642 to the front brake support bolt.

Rotational energy is transmitted from a motor shaft 616. The motor shaft616 is attached to a small spur gear 667. The small spur gear 667 mesheswith the large spur gear 662, providing an angular velocity reduction.The large spur gear 662 is attached to the coaster brake 686. Thecoaster brake is attached to the hub 685 in the usual manner, so thatrotational energy is transmitted to the tire 601 only in one direction.

The axle 605 does not extend past the outer edges of a pair of dropouts642L and 642R. The dropouts 642L and 642R are attached to the ends ofthe fork extension of the external support neck 681. The tire 601 can bechanged by removing access panels from the outboard sides of the leftexternal enclosure 669L and the right external enclosure 669R, andremoving the quick release assembly, skewer and all from the interior ofthe axle 605. The coaster brake clamp 687 is disconnected, and the wheelslides down, out of the pair of dropouts 642L and 642R. A hall effecttachometer probe 690 is attached to the left external enclosure 669L, ata point behind the axle 605, so as not to interfere with wheel removal.A tachometer magnet 671 is attached to one of several spokes 668. Thetachometer magnet 671 sensed by the hall effect tachometer probe 690, tomeasure bicycle speed. The right external enclosure 669R and the leftexternal enclosure 669L are prevented from twisting by the reinforcementweb 683.

FIG. 37 is an external view of the right side of the drive attachment ofFIG. 36. The tire 601 is attached to a rim 607 in standard fashion. Toinstall this device, the rider holds a handle 684, and lifts the bicycleby its handlebar, sliding the bicycle fork 672 dropout over the dropouttangs 643R and 643L. Some riders may not be concerned with maximizingbattery life, and can specify this with a user preference switch, whichis located in a user interface 645. A speaker 647 may provide the riderwith audio feedback regarding system status and command confirmation. Amanual control jack 674 may allow optional, direct control of the systemby the rider, with an external control switch or continuously variable,throttle-like power control attached to the bicycle handlebar.

An alternative drive transmission for the wheel 600 uses a gear head forspeed reduction. The gearhead output is directly coupled to the rotatinghub 685. The motor shaft 616 is coupled directly to the gearhead input.This provides compact and efficient drive transmission, coaxially withthe tire 601, especially if a planetary type gearhead is used.Freewheeling can be obtained using a bearing arrangement similar to thatwhich will be described in the seventh version of the invention, FIG.39.

Seventh Exemplary Version of the Invention (FIGS. 38-40)

FIG. 38 is an external view of the right side of a wheel 700 which mightbe accommodated in the front of a standard bicycle, and whichillustrates a variation of the support roller arrangement shown in FIG.26. Here, one or more support rollers are used for driving the wheel (byfrictional engagement) while providing radial as well as axial support.This support is preferably accomplished with three support rollersspaced at 120 degree intervals about the inner circumference of the rim.These support rollers are supported by a non-rotating internal supportmember, and springs attached between these parts serve to ensure thatcontact is made between the support rollers and the rim while thebicycle is moving. One support roller is placed near the bottom of therim, near where the tire contacts the pavement. This support roller isbetter frictionally coupled to the rim than the upper support rollers,and thus the lower support roller is preferably used to drive the rim.This method does away with rotating radial rim support, as the rim issupported exclusively by the three support rollers.

The wheel 700 includes a tire 701, which contacts the pavement 702during normal use. The tire 701 is attached to a rim 707 in standardfashion. An anti-rotation peg 761 is brought into contact with theleading edge of the bicycle fork when the wheel 700 is installed on thebicycle. The anti-rotation peg 761 is attached to an internal supportmember 710. The anti-rotation peg 761 thus prevents the internal supportmember 710 from rotating in the opposite direction from which the tire701 is driven by a drive motor 711. An axle nut 724 attaches theinternal support member 710 to an axle 705. The drive motor 711 isattached to the internal support member 710 so that the axis of thedrive motor 711 is parallel to the wheel axis, and coaxial with thelowermost support roller, as will be shown in FIG. 39. A pair ofuppermost support rollers 734A,B are lightly preloaded to maintaincontact with a ring in an external support 706. The material chosen forthe external support 706 may be hard-coat anodized aluminum or othermaterial.

The wheel 700 allows for lower placement of several batteries 712. Italso allows efficient, direct drive transmission with substantial speedreduction and torque increase. The external support structure 706includes several external support structure ribs 709, which strengthenthe mechanical attachment between the rim 707 and the interior of thewheel 700. The internal support member 710 includes a pair of internalsupport member ribs 713, which strengthen the internal support member710, serve as cooling fins, and divide the internal support member 710into separate compartments.

Control of the drive motor 711 is preferably accomplished by direct,open loop means, as with a throttle type control. A motor torque controlvoltage is sent from an external throttle potentiometer to a PWM motordriver 720, which sends pulsed electrical energy from the batteries 712to the drive motor 711 to maintain a given output torque. A userinterface 747 includes a charging jack and connector for the externalthrottle potentiometer. Control of the motor in this and all otherembodiments can alternatively be through a microcontroller.

FIG. 39 is a cross-sectional view AA of the wheel of FIG. 38. A quickrelease assembly 703 functions in the usual way, such that compressionfrom the quick release assembly 703 rigidly attaches the wheel 700 tothe standard bicycle, with the axle 705 fitting into a bicycle forkdropout. The axle 705 is attached with a pair of axle nuts 724L and724R, each of which contact the inside of respective bicycle forkdropouts. The axle 705 is also secured to the internal support member710 by the axle nuts 724L,R.

The axis of a support roller 734C is parallel to the wheel axis. Agroove in the support roller 734C guides a ring formed as part of theexternal support structure 706. The bottom of the groove in the supportroller 734C continuously contacts the inner diameter of the ring in theexternal support structure 706, with the vehicle mass providing normalforce for good frictional coupling. The edges of the groove in thesupport roller 734C may contact the edge of the ring in the externalsupport structure 706, reducing axial movement of the tire 701 whenaxial forces are applied to the tire 701, especially during a turn. Notethat the radius of the inside corner in the groove in the support roller734C is slightly greater than the radius on the portion of the ring inthe external support structure 706 which may be in contact with thesupport roller 743C. This difference in radii decreases undesirablefriction between the two parts while an axial load is applied to thetire 701.

The support roller 734C is generally free to rotate about a bearingspindle 732, since the roller is supported by a pair of angular contactball bearings 733A,B. The bearing spindle 732 is also free to rotatewith respect to the internal support member rib 713, since the spindleis supported by a pair of bearings 796L and 796R. The bearing spindle732 is rigidly, coaxially attached to a motor shaft 716, by a driveshaft coupling 789. A clutch bearing 795 ensures that the bearingspindle 732 and motor shaft 716 do not turn as the bicycle moves forwardunless driven by the drive motor 711. The outer housing of the clutchbearing 795 is attached to the support roller 734C, while the innerrollers of the clutch bearing 795 contacts the bearing spindle 732.Alternatively, a clutch or freewheel may be incorporated into the driveshaft coupling 789, and the support roller 734C may be rotationallyfixed to the bearing spindle 732. Other methods of power transmission orbearing mounting will be apparent to those skilled in the art. Otherpower transmission options may include use of spur or bevel gearsinstead of or in addition to friction coupling.

The uppermost support rollers 734A and 734B are the outermost portion ofadjustable height, stud mounted track rollers, and they have groovessimilar to the groove in the support roller 734C. Because the uppermostsupport rollers 734A and 734B are mounted on an eccentric shaft (i.e.,the mounting stud is not concentric with the support rollers), rotatingthe mounting stud adjusts the roller position. These mounting studs areeach attached to a roller support bracket 794A,B. Each roller supportbracket 794A,B includes a journaled support that is free to rotate aboutthe mounting stud axis, and with respect to the internal support memberrib 713. A pair of torsion springs 71A,B maintain pressure between thesupport rollers 734A,B and the external support 706. The pair of torsionsprings 71A,B are oriented so that the support rollers 734A,B are eachextended radially outward (toward the tire) in the relaxed state. Duringassembly, the roller support bracket is attached to the internal supportmember rib, while the stud is rotated to move the support roller 734A orB away from the external support 706. Thermal expansion differentialsbetween the internal support member ribs 713 and the external supportstructure 706 are automatically compensated for by movement of theuppermost support rollers 734A,B. Alternatively, only one of the twouppermost support roller assemblies may incorporate spring loading.Also, compression springs and linear slides may be used (instead oftorsion springs 71A,B) to maintain pressure between the uppermostsupport rollers 734A,B and the external support 706. Other methods ofroller mounting and radial preloading will be apparent to those skilledin the art.

Alternatively, the cross-section of the ring in the external support 706is preferably configured with some protrusion or concavity which mateswith a concavity (or protrusion) in the support rollers 734A,B,C. Asdepicted in FIG. 39, the external support 706 has a ring which isreceived in a groove in the support rollers 734A,B,C. Because of thelarge normal force between the lowermost support roller 734C and theexternal support 706, rigid materials can be chosen for both partswithout slipping when powered by the drive motor 711. Although rigidmaterials typically have a lower coefficient of friction, using themhere may result in more efficient and durable power transmission. Steelmay be the preferred support roller material, and hard coat anodizedaluminum the preferred external support material. Other plastic, metal,or composite materials may also be chosen for these components, in theinterest of reducing undesirable friction and wear, or improvingmanufacturability.

In a simple version of the wheel 700, the external support 706 mayconsist merely of a stock bicycle rim 707. The rim 707 preferablyfeatures beveled side walls, and the support rollers 734A,B,C aremachined to conform to the cross-section of the rim 707. A timing beltand pulley arrangement (or other rotational coupling) may transferrotational energy to the bottom support roller 734C from the motor 711,allowing placement of the motor 711 at a desired height above thepavement 702. The support rollers 734A,B,C may include a groove toaccommodate the tube stem as it passes through each roller while thetire 701 and rim 707 rotate. (An alternate tire arrangement could placethe inflation valve flush with or below the inner surface of the rim707. This involves using a tubeless tire, and inflating with a flushmounted valve. Such flush mounted valves are commonly found onbasketballs and other inflatable athletic equipment.)

Referring to FIG. 38, decreasing radial dimensions of the internalsupport 710 and the inner diameter of the external support 706 canreduce cost, friction, weight, and rotational inertia. The minimuminternal diameter of the external support 706 is approximately equal tothe sum of the diameters of the axle nut 724R, drive motor 711, andsupport roller 734C. Several batteries 712 are mounted by rigidattachment to the smaller internal support. The batteries 712 are hungbelow the axle and adjacent to the external support 706. This isaccomplished in a manner similar to that described in the fourth orfifth embodiments, as depicted in FIGS. 29 through 32 and FIGS. 33through 35, respectively.

FIG. 40 is a cross-sectional view of the lower half of A-A of a wheelsimilar to that of FIG. 38, showing an alternate drive/support rollerarrangement. The wheel external support structure 706 is supported bythe drive/support roller 734B and a hub bearing 727. The hub bearing 727includes an inner race that is attached to the stationary axle 705 bythe axle nut 724L. The outer race of the hub bearing 727 is enclosed bya support roller 734A. The support roller 734A is composed of twohalves, held together by several screws 73. The outer face of thesupport roller 734A is one of the last components to be added duringassembly. An annular groove cut into the support roller 734A mates withan annular track in the external support structure 706. There is someclearance between these two parts to allow for thermal expansion of theinternal support member rib 713. Differential expansion will occur evenif the same materials are chosen for the internal support member rib 713and the external support structure 706, due to heating of the internalsupport member rib 713 by the motor 711. Between 0.005 and 0.02 inchesof clearance should adequately compensate for this expansion. Duringencounters with irregularities in the pavement 702, the hub bearing 727acts to keep the external support structure 706 concentric with the axle705. The gap between the support roller 734A and the external supportstructure 706 might be partially filled with foam or a suitableelastomer to ensure that the latter two parts rotate with the sameangular velocity, even if the two parts are concentric.

The clutch bearing 795 serves to permit freewheeling of the supportroller 734B and bearing spindle 732, as well as coupling the drive shaftto splines in the motor shaft 711. The support roller 734B isrotationally fixed to the bearing spindle 732 with a keyway 778. A pairof spacer rings 77L and 77R are placed over the bearing spindle 732, andin axial contact with the support roller 734B and the inner race of therespective bearings 796L and 796R. A pair of roller retaining rings764L,R fit into grooves cut into the bearing spindle 732. Theseretaining rings 764L,R may be combined with preloading springs ifdesired.

Referring to FIG. 40, reducing the inner diameter of the portion of theexternal support structure 706 in contact with the drive/support roller734B, reduces friction and wear. Manufacturing cost, weight, androtational inertia can also be reduced by using conventional bicyclespokes to connect a conventional bicycle rim to a reduced outer diameterof the external support structure 706. The several batteries 712 areplaced adjacent the right side of the of the conventional bicyclespokes, as close to the pavement 702 as possible, and rigidly attachedto the internal support member rib 713. The portion of the externalsupport 706 extending vertically towards the axle 705 is made thicker toprovide axial rigidity. The hub bearings 727 are replaced by an outerbronze sleeve bearing and a stationary steel inner sleeve, locatedbetween the axle 705 and external support 706. A pair of needle rollerbearings and washers (similar to McMaster Carr #5909K32 and K35) oneither side of the external support 706 provide axial constraint.Locknuts on either side of the axle 705 control the preloading of theneedle roller bearings. The function of the support roller 734A, and theseveral screws 73 is replaced by an elastomer located between thestationary steel inner sleeve and the axle. To compensate for radialmisalignment, this elastomer is deformed in one only place as the wheelrotates. The drive/support roller 734B is reduced in diameter as theinner diameter of the external support 706 is reduced. Axial rigidity isprovided at the wheel hub by the pair of needle roller bearings, insteadof at the contact between the drive/support roller 734B. Hence, thedrive support roller 734B can be omitted, along with the keyway 778. Thebearing spindle 732 now also performs the function of the drive/supportroller.

Eighth Exemplary Version of the Invention (FIGS. 41-43)

FIG. 41 is an external view of the right side of a wheel 800 which maybe accommodated within the front fork of a standard bicycle. The wheel800 includes a tire 801, which rides on the pavement 802 in normal use.The tire 801 is inflated by a tube stem 808. A non-rotating cover 865Roccupies the central portion of the wheel 800. The wheel 800 may bequickly attached or removed from bicycle in the usual manner, byadjusting a quick release assembly 803. The non-rotating cover 865Rcontains several cooling ribs 81, oriented horizontally to takeadvantage of airflow around the moving bicycle. The non-rotating cover865R also holds a user interface 845, which may include a manual controljack and/or a charging jack, and a speaker 847. The manual control jackmay permits the rider to connect a manual/open loop control (such as athrottle), or other more direct means of communicating the commandsdescribed in FIG. 9. It is also possible to put a forward facingheadlamp and associated switch on the surface of the non-rotating cover865R. A right external support structure 806R is provided as a narrowannulus in this embodiment, and is there to cover the bearings and bevelgear. Construction may otherwise be similar to that of the wheel 100. Aleft external support structure 806L supports a rim 807. Severalexternal support structure ribs 809 strengthen the mechanical attachmentbetween the rim 807 and the interior of the wheel 800. Several externalsupport structure bolts 822 attach the right external support structure806R to internal rotating members, as will be revealed in detail in thefollowing drawings.

FIG. 42 is view of the right side of the wheel 800 of FIG. 41, with thenon-rotating cover removed. An internal support member 810 supports tworows of bearings in the annular region outside of the bevel gear. Thewheel 800 features placement of bearings, which serve the same functionas hub bearings, close to the wheel rim 807, so that the internalsupport member 810 is exposed. This has the advantage of allowing axialexpansion of the dimensions of the internal support member 810 withoutinterfering with frame members of the bicycle.

Several internal support member ribs 813 strengthen the internal supportmember 810. An axle nut 824R secures the axle to the non-rotatinginternal support member 810. Thermally conductive grease placed betweenthe internal support member 810 and the non-rotating cover 865R aids intransferring heat away from the drive components.

A drive motor 811 provides propulsive force to the wheel 800. A bevelgear 817 is concentrically attached to the rim 807 and tire 801, so thatthe bevel gear 817 rotates as the bicycle moves. The bevel gear 817engages a pinion gear 815. The pinion gear 815 is attached to the outputshaft of the drive motor through a freewheel 818, such that the motorshaft does not rotate unless driven by the motor 811.

A microcontroller 819 controls the motor 811, as described in theflowchart and block diagrams of FIGS. 9 and 10. A PWM motor driver 820controls the flow of electrical energy to the drive motor 811. Aninterface board 821 includes analog electronic components required formotor control. A pair of front brake pickup brushes 846 detect brakingor control codes. Alternatively, the drive motor 811 may be controlledin an open loop manner, with a throttle style control attached to thebicycle.

The inner race for the bearings is attached to the internal supportmember 810 with several inner bearing race bolts 82. The outer raceconsists of two halves held together with several outer bearing racebolts 83. Several batteries 812 are positioned asymmetrically about thedrive motor 811 to allow the pinion gear 815 to be located above thebottom of the wheel. This placement is preferred, since there is a gapin the support for the inner bearing race near the pinion gear 815.Batteries could be moved toward the bottom of the wheel, while expandingthe axial dimensions of the non-rotating cover in this region to enclosethem. This would further lower the bicycle center of gravity.

FIG. 43 is a removed cross-sectional view B-B of FIG. 42. This shows theplacement of several support rollers 896L and 896R, here provided in theform of bearings. A dust shield 837 prevents dust from entering theregion enclosing the rollers 896L and 896R. Bearing races are designedto be assembled in a certain order. A left outer bearing race is part ofthe bevel gear 817. The rollers 896L are greased and loaded into thisrace first, then an inner bearing race 898 is installed above therollers 896L. Another string of rollers 896R is greased and loaded intothe inner bearing race 898, and then a right outer bearing race 897R isattached to the bevel gear 817 with several outer bearing bolts 83.Finally, the internal support member 810 is attached to the innerbearing race 898 with several inner bearing bolts 82. Other arrangementsand types of rollers and bearings might be used instead.

Ninth Exemplary Version of the Invention (FIG. 44)

The wheels described above may be used in vehicles other than bicycles,and may also be used to propel users even where they are not present ina classical “vehicle.” To illustrate, FIG. 44 is an external rear viewof a handle 900 which might use the wheels 100, 200, 300, or 700 topropel (pull) a skateboarder or in-line skater. The handle 900 includesa brake lever 992, which controls the distance between a left brake pad975L and a right brake pad 975R. A pair of dropouts 942L and 942R holdsthe wheel. Motor start thresholds are set lower for use with this handle900. Alternatively, motor torque is controlled by raising and loweringthe handle 900, changing the pitch of the wheel. In this mode, amicrocontroller interprets the road grade sensor signal as athrottle-style, power on demand input. Dropping the handle disables themotor.

Tenth Exemplary Version of the Invention (FIGS. 45-52)

FIG. 45 shows a view of the right side of a wheel 1000 specificallyconfigured for use with a bicycle. The wheel 1000 includes a tire 1001,which contacts a pavement 1002 during normal use. The tire 1001 is astandard 700 c×32 mm. The wheel 1000 attaches to a bicycle 1019 with aquick release assembly 1003, such as is found on many bicycles currentlysold. The tire 1001 is attached to a rim 1007 in the usual way for atire of the indicated dimensions. The rim 1007 is a Fairlane,manufactured by Bontrager. This rim 1007 features an asymmetric spokebed, and was originally designed for a dished rear wheel. The rim 1007is attached a hub housing 1006 with several spokes 1068. Othercomponents shown in this view do not rotate with the tire 1001.

A motor mount 1010 supports the active elements of the wheel 1000 whichprovide propulsion. The motor mount 1010 supports a drive motor 1011,which is a compact NdBFe permanent magnet motor capable of providing 245Watts of continuous output power, at about 91% system efficiency at 2870rpm. The drive motor 1011 in this embodiment is a brushless motor,“Standard 4 inch”, manufactured by Transmagnetics (www.Transmag.com).The motor mount 1010 supports a battery 1012, which consists of fortyrechargeable D size cells, and provides 48 total Volts and totalcapacity of nine Amp-hours. The batteries 1012 in this embodiment are#D9000H, manufactured by Aero, Inc. The motor mount 1010 is an aluminumplate with sufficient stiffness and strength to support the heavybatteries 1012 and the powerful drive motor 1011, while dampeningoscillations due to roughness in the pavement 1002. The motor mount 1010is attached to several aluminum cooling fin channels 1013, whichstrengthen the motor mount 1010, and remove waste heat from the drivemotor 1011. Thermally conductive grease is placed between the drivemotor 1011, motor mount 1010, and the cooling fin channels 1013 duringassembly and attachment with several bolts 1022.

Drive transmission components are protected from dust and moisture by ahub cover 1009. Several alignment pins 1015 maintain accuratepositioning of the drive motor 1011 with respect to drive transmissioncomponents that will be depicted in FIG. 48. A pin removal thread 1017located between two alignment pins 1015 simplifies disassembly. A boltdriven into the pin removal thread 1017 will force the pinned componentsapart.

Rotation of the motor mount 1010 while the drive motor 1011 is providingpower to the wheel 1000, is prevented by an anti-rotation leg 1061A,B,C.The anti-rotation leg 1061A,B,C is attached to an anti-rotation contactpad 1021. The anti-rotation contact pad 1021 contacts the handlebar ofthe bicycle 1019. Proper positioning of the anti-rotation pad on anybicycle is accomplished by loosening several wing nuts 1082A,B,C,followed by proper adjustment and retightening.

Control of the drive motor 1011 is accomplished with a throttle controlpotentiometer 1023. The throttle control potentiometer 1023 is attachedto the anti-rotation leg 1061C, so that it is close to the bicyclehandlebar. A throttle control lever 1024 extends from the throttlecontrol potentiometer, so that the rider can reach it with the rightthumb. A motor controller 1020 uses the value of the throttle controlpotentiometer to control the drive motor 1011 output power. The motorcontroller 1020 is a pulse width modulated controller available fromTransmagnetics (www.transmag.com). The throttle control lever 1024 isspring loaded, so that it returns to the unpowered state as the thumb isremoved. As the rider uses the hand to apply the brakes, the thumb isalmost necessarily removed from the throttle control.

FIG. 46 shows an end view of the wheel 1000. Note that the severalspokes 1068 are arranged in a dished configuration, to make room fordrive components on the right side of the wheel 1000. The entireassembly is narrow enough to fit standard bicycles without modification.An axle 1005 is sized according to standard dimensions, and fits intothe standard bicycle fork dropout.

The axle 1005 supports hub bearings, as will be shown in FIG. 49. Onehub bearing is enclosed by a thrust bearing outer cover 1027. The axle1005 is also attached to a horizontal drive support 1025, and a verticaldrive support 1026. Both the horizontal drive support 1025 and thevertical drive support 1026 are attached to the motor mount 1010.

FIG. 47 is a right side view of the wheel 1000, with the hub cover 1009,and motor mount 1010 removed to show internal hub details. Thehorizontal drive support 1025 and the vertical drive 1026 support fitinto the hub housing 1006. Both drive supports provide rigid mechanicalcoupling between the axle 1005 and the motor mount 1010.

Rotational energy is transmitted from the drive motor 1011 to the tire1001 through a drive spindle 1032, as will be detailed in FIG. 48. Thedrive spindle is supported on one side by drive spindle bearing 1033B.The drive spindle 1032 is frictionally coupled to the hub housing 1006.The ratio between the drive spindle 1032 and the hub housing 1006 isapproximately 12. This ratio is chosen for optimum motor efficiency inpowering a bicycle at the 10 to 20 mile per hour speed range on levelpavement, with the four inch Transmagnetics motor.

Inside the tire 1001 is an inflatable tube, indicated by a tube stem1008. Alternatively, the tire 1001 may be tubeless.

FIG. 48 is a cross sectional view AA of FIG. 45. The quick releaseassembly 1003A,B,C,E functions in the usual way. Compression between thequick release assembly part 1003B and a left outer locknut 1004A rigidlyattaches the wheel 1000 to a bicycle fork dropout 1019, with the axle1005, fitting into the dropout 1019. The quick release assembly part1003E serves a similar function on the right side of the wheel 1000.

The drive spindle 1032 is frictionally coupled to the hub housing 1006,with the vehicle weight providing force normal to the contact surface.The drive spindle is supported by two drive spindle bearings 1033A and1033B. The drive spindle bearings 1033A,B are size R8 steel ballbearings. The outer races of the drive spindle bearings 1033A,B areattached to the vertical drive support 1026. The vertical drive support1026 is attached to the axle 1005. It will be shown in FIG. 49 that themain vertical support of the hub housing 1006 is through the drivespindle 1032. Rotation of the drive spindle 1032 forces the hub housing1006 to rotate, with a reduction ratio equal to the ratio of the innerdiameter of the hub housing 1006 to the diameter of the drive spindle1032.

Durability of the friction drive transmission is achieved with carefulchoice of materials. The hub housing 1006 is fabricated from 7075aluminum, with T651 temper, and hard coat anodized. The drive spindle1032 is hardened steel. Alternatively, the hub housing 1006 can also besteel, or the contacting portion of the hub housing 1006 could be aharder material than the base.

Traction fluid, such as Santotrac 50 (www.santotrac.com) increasesfriction drive efficiency, and reduces component wear. Traction fluid isapplied to the surface of the drive spindle 1032 with a traction fluidwick 1057. The traction fluid wick 1057 is a cylinder of hard feltlocated in the vertical drive support 1026. A wick sleeve 1041 conformsto the diameter of the drive spindle 1032, holding the traction fluidwick 1057 in contact with the drive spindle 1032. A spring 1056 provideslight contact force to the traction fluid wick 1057. Traction fluid isintroduced to the traction fluid wick 1057 by removing the tractionfluid port plug 1014, and inserting a filling tube through the hole inthe vertical drive support 1026.

A motor shaft 1016 transmits rotational energy from the drive motor 1011to the drive spindle 1032. The drive spindle 1032 is coupled to thedrive motor shaft 1016 through a freewheeling roller clutch bearing1018, such that the tire 1001 will turn without rotating the drive motorshaft 1016, if the drive motor 1011 is unpowered. The roller clutchbearing 1018 thus enables the rider to pedal with no resistance from thedrive motor 1011 if the bicycle is traveling too slowly or quickly forthe drive motor 1011 to be of assistance, or if the drive motor 1011 isdisabled. The roller clutch bearing is similar to McMaster-Carr partnumber 2489K11.

The hub cover 1009 is attached to the horizontal drive support 1025 withbolts and a sealant 1042. A felt dust shield 1035B in the form of a ringis attached near the inside edge of the hub cover 1009. The felt dustshield 1035A contacts the rotating hub housing 1006, and seals the drivecomponents from contaminants.

FIG. 49 shows the enlarged, removed cross sectional view of the centralhub bearing region of FIG. 48. Bearings shown in this view provide lowfriction rotation of the hub housing 1006 about the axle 1005. Thesebearings also constrain the hub housing 1006 and rim 1007 with respectto the axle 1005, in the following degrees of freedom: Axially, limitingmotion of the hub housing 1006 left to right. Torsionally, limiting spinof the hub housing 1006 about the axle 1005, in the plane of FIG. 49.Radially, limiting excursions from concentricity of the rim with respectto the axle.

Axial and torsional constraints are provided by a pair of needle rollerthrust bearings 1043A and 1043B. These thrust bearings are similar toMcMaster-Carr part number 5909K32. A set of washers 1040A,B,C,D serve asraceway surfaces for the needle rollers. Axial preloading force isadjusted with the locknuts 1004A and 1004B, with a axle washer 1028providing isolation. Complimentary locknuts and washer are attached tothe axle on the other side of the vertical drive support 1026. A feltdust shield 1035B seals the needle roller bearing 1043A fromcontaminants.

Radial constraint is achieved with a sleeve bearing 1036. The sleevebearing 1036 is journaled about an outer concentric support 1039. Theouter concentric support 1039 is resiliently attached to the axle 1005.An inner concentric support 1038 includes an inner diameter that isrelatively closely fitted to the axle. A pair of O-rings 1037A and 1037Bare inserted into gaps cut between the inner concentric support 1038 andthe outer concentric support 1039. Cylindrical contact regions arelocated between these concentric supports, close to the axial center. Asthe outer concentric support 1039 departs from concentricity with theaxle, the O-rings 1037A,B are compressed until the cylindrical contactregions meet.

Referring back to FIG. 48, because the vertical drive support 1026 anddrive spindle 1032 nominally define the vertical spacing between the hubhousing and axle such that the inner and outer concentric supports 1038and 1039 are indeed concentric, most of the vertical force between thepavement 1002 and the axle 1005 is transmitted through contact betweenthe drive spindle 1032 and hub housing 1006. This occurs as long as theO-rings 1037A,B are not fully compressed at the bottom, because theforce required to compress the O-rings 1037A,B to the point of contactbetween the inner and outer concentric supports 1038 and 1039, is smallcompared to the weight of the vehicle. The central contact gap betweenthe inner and outer concentric supports 1038 and 1039 is about 0.02inches. This gap compensates for thermal expansion differences betweenthe vertical drive support 1026 and the hub housing 1006. Originaldifferences due to dimensional tolerances are also compensated for bythis bearing configuration.

Modifications to the Tenth Version

Referring to FIG. 45, the drive motor 1011 may be an internal combustionengine, and the battery 1012 may be a gas or liquid fuel tank.Alternatively, the drive motor 1011 may be a brush commutated electricmotor, and the motor controller 1020 may be suitable to a brushcommutated electric motor. The battery 1012 may be a fuel cell and fueltank. The motor controller 1020 may be of semi-autonomous configuration,as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 45, the anti-rotation leg 1061A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or a other suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1061A.

Referring to FIG. 46, a kickstand may be attached to the bottom of thebattery 1012, such that the wheel 1000 may be stored upright,independent of the bicycle 1019. The long anti-rotation leg 1061A,B,Ccan also function as a handle, to move the wheel independently of thebicycle.

Referring to FIG. 48, other measures to reduce wear include means todetect slipping of the bearing spindle 1032 with respect to the hubhousing 1006, and disabling or slowing the drive motor 1011. The angularacceleration of the motor shaft 1016 can be measured by a tachometer andanalog differentiator. The motor may be immediately slowed or disabledif this acceleration exceeds a certain threshold. Alternatively, theangular velocities of the tire 1001 and motor shaft 1016 can be comparedand the drive motor 1011 may be slowed or disabled if the ratiosignificantly departs from that determined by the diameters of thebearing spindle 1032 and the hub housing 1006. As an alternative totraction fluid, traction grease, such as Santotrac EP-2, could beapplied to the driving portion of the hub housing 1006.

Referring to FIG. 48, this version may be adapted to drive the rearwheel of a bicycle, with a freewheel and cogs rotating about the leftside of the axle 1005, between the dropouts and the hub housing 1006.The inner diameter of the pedal driven freewheel is rotationally coupledto the hub housing 1006, with a spider coupling extending about thethrust bearing outer cover 1027. The roller clutch bearing 1018 isreversed to drive the wheel in the opposite direction form thatdescribed previously.

Further refinements to the tenth exemplary version are described inFIGS. 50-52.

FIG. 50 is view of the right side of the wheel of FIG. 45 from the firstaddendum, with the hub cover and motor mount removed, and showing afirst alternative friction drive contact force multiplication method. Adrive ring 1056 is composed of polyurethane, and cast onto the innerdiameter of the hub housing 1006. Alternatively, the drive ring 1056 maybe composed of steel, another durable metal, or a high frictioncoefficient composite, such as a brake lining material. The drivesupport 1026 supports the drive spindle 1032, such that a line betweenthe axle 1005 and the drive spindle 1032 forms an angle (alpha) fromhorizontal that is greater than zero, and less than 90 degrees. Thenormal force between the drive spindle 1032 and the drive ring 1056 ismultiplied by the inverse of the sine of alpha. Increasing the normalforce increases the torque that can be applied to the drive spindle 1032without slipping, and hence, increases the torque that can ultimately beapplied to the tire. An idler roller 1053 contacts the drive ring 1056opposite the drive spindle 1032. The idler roller 1053 supplies thehorizontal component of force necessary to oppose the normal force onthe drive spindle 1032, so that this force is not taken up by the axle1005. The idler roller 1053 rotates about an idler roller shaft 1055. Anidler bearing 1054 permits the idler roller shaft 1055 to spin.

FIG. 51 is an enlarged, removed cross sectional view of the drivespindle contact area, with section in the same plane as FIG. 48 from thefirst addendum, and showing a second alternative friction drive contactforce multiplication method. The drive spindle 1032 includes beveledflanges that contact radii on the edge of the drive ring 1056. As above,the drive ring 1056 is attached to the hub housing 1006. Normal forcesbetween the drive spindle 1032 and drive ring 1056 are increased byforce balance requirements, in a manner similar to that described in thediscussion of FIG. 50.

FIG. 52 is an enlarged, removed cross sectional view of the drivespindle contact area, with section in the same plane as FIG. 48 from thefirst addendum, and showing a third alternative friction drive contactforce multiplication method. The drive spindle 1032 includes radii thatcontact beveled walls in a recess cut into the drive ring 1056. Asabove, the drive ring 1056 is attached to the hub housing 1006. Normalforces between the drive spindle 1032 and drive ring 1056 are increasedby force balance requirements, in a manner similar to that described inthe discussion of FIG. 50.

Eleventh Exemplary Version of the Invention (FIGS. 53-56)

The eleventh version is similar to the tenth version, in terms ofexternal appearance, with the addition of an aft anti-rotation pad tocontact the trailing edge of the handlebar and prevent drive componentrotation which may be due to friction alone. The eleventh version alsodeparts from the tenth version with an internal gear and toothed pinionreplacing friction drive, for increased torque capability. An alternatehub bearing arrangement is also described.

FIG. 53 shows a view of the right side of a wheel 1100 specificallyconfigured for use with a bicycle. The wheel 1100 includes a tire 1101,which contacts a pavement 1102 during normal use. The tire 1101 is astandard 700 c×32 mm. The wheel 1100 attaches to a bicycle 1119 with aquick release assembly 1103A-E, such as is found on many bicyclescurrently sold. The tire 1101 is attached to a rim 1107 in the usual wayfor a tire of the indicated dimensions. The rim 1107 is similar to aFairlane model rim, currently manufactured by Bontrager. This rim 1107features an asymmetric spoke bed, and was originally designed for adished rear wheel. The rim 1107 is attached a hub housing 1106 withseveral spokes 1168. Other components shown in this view do not rotatewith the tire 1101.

A motor mount 1110 supports the active elements of the wheel 1100 whichprovide propulsion. The motor mount 1110 supports a drive motor 1111,which is a compact NdBFe permanent magnet motor capable of providing 245Watts of continuous output power, at about 91% system efficiency at 2870rpm. The drive motor 1111 in this embodiment is similar to a brushlessmotor, “Standard 4 inch”, manufactured by Transmagnetics(www.Transmag.com). The motor mount 1110 supports a battery 1112, whichconsists of forty rechargeable D size cells, and provides 48 total Voltsand total capacity of nine Amp-hours. The batteries 1112 in thisembodiment are similar to model #D9000H, currently manufactured by Aero,Inc. The motor mount 1110 is an aluminum plate with sufficient stiffnessand strength to support the heavy batteries 1112 and the powerful drivemotor 1111, while dampening oscillations due to roughness in thepavement 1102. The motor mount 1110 is attached to several aluminumcooling fin channels 1113, which strengthen the motor mount 1110, andremove waste heat from the drive motor 1111. Thermally conductive greaseis placed between the drive motor 1111, motor mount 1110, and thecooling fin channels 1113 during assembly and attachment with severalbolts 1122.

Drive transmission components are protected from dust and moisture by ahub cover 1109. Several alignment pins 1115 maintain accuratepositioning of the drive motor 1111 with respect to drive transmissioncomponents that will be depicted in FIG. 56. A pin removal thread 1117located between two alignment pins 1115 simplifies disassembly. A boltdriven into the pin removal thread 1117 will force the pinned componentsapart.

Rotation of the motor mount 1110 in either direction, is prevented by ananti-rotation leg 1161A,B,C. The anti-rotation leg 1161A,B,C is attachedto a pair of anti-rotation contact pads 1121A and 1121B. Theanti-rotation contact pads 1121AB contact the handlebar of the bicycle1119. Proper positioning of the anti-rotation pads on any bicycle isaccomplished by loosening several wing nuts 1182A,B,C,D,E followed byproper adjustment and retightening. Alternatively, a collet styleadjustment can be used with cylindrical anti-rotation leg components.

Control of the drive motor 1111 is accomplished with a throttle controlpotentiometer 1123. A cable 1166 carries the throttle control signal tothe motor controller 1120. The throttle control potentiometer 1123 isattached to the anti-rotation leg 1161C, so that it is close to thebicycle handlebar. A throttle control lever 1124 extends from thethrottle control potentiometer, so that the rider can reach it with theright thumb. A motor controller 1120 uses the value of the throttlecontrol potentiometer to control the drive motor 1111 output power. Themotor controller 1120 is similar to a pulse width modulated controllercurrently available from Transmagnetics (www.transmag.com). The throttlecontrol lever 1124 is spring loaded, so that it returns to the unpoweredstate as the thumb is removed. As the rider uses the hand to apply thebrakes, the thumb is almost necessarily removed from the throttlecontrol.

FIG. 54 shows an end view of the wheel 1100. Note that the severalspokes 1168 are arranged in a dished configuration, to make room fordrive components on the right side of the wheel 1100. The entireassembly is narrow enough to fit standard bicycles without modification.

An axle 1105 is sized according to standard dimensions, and fits intothe standard bicycle fork dropout. The axle 1105 supports hub bearings,as will be shown in FIG. 56. The axle 1105 is also attached to ahorizontal drive support 1125, and a vertical drive support 1126. Boththe horizontal drive support 1125 and the vertical drive support 1126are attached to the motor mount 1110.

FIG. 55 is a right side view of a hub assembly for the wheel 1100, withthe hub cover 1109, and motor mount 1110 removed to show internal hubdetails. The horizontal drive support 1125 and the vertical drive 1126support fit into the hub housing 1106. Both drive supports provide rigidmechanical coupling between the axle 1105 and the motor mount 1110. Themotor mount 1110 is fastened to the drive supports 1125 and 1126 bybolts anchored to several threaded inserts 1172.

Rotational energy is transmitted from the drive motor 1111 to the tire1101 through a drive spindle 1132, as will be detailed in FIG. 56. Thedrive spindle is supported on one side by drive spindle bearing 1133B.The drive spindle 1132 is rotationally coupled to the hub housing 1106with a internal gear 1162. The internal gear 1162 is attached to the hubhousing 1106 with several internal gear bolts 1194. The ratio between apinion cut into the drive spindle 1132 and the internal gear 1162 isapproximately 12. This ratio is chosen for optimum motor efficiency inpowering a bicycle at the 10 to 20 mile per hour speed range on levelpavement, with the four inch Transmagnetics motor. A hub bearing bushing1127R supports the inner race of a hub bearing 1143R about the axle1105, as will be seen in the next drawing.

FIG. 56 is a cross sectional view AA of FIG. 53. The quick releaseassembly 1103A,B,C,E functions in the usual way. Compression between thequick release assembly part 1103B and a left outer locknut 1104A rigidlyattaches the wheel 1100 to a bicycle fork dropout 1119, with the axle1105, fitting into the dropout 1119. The quick release assembly part1103E serves a similar function on the right side of the wheel 1100.

The drive spindle 1132 is rotationally coupled to the hub housing 1106,through pinion teeth cut into the drive spindle 1132, which mesh withteeth in the internal gear 1162. The drive spindle is supported by twodrive spindle bearings 1133A and 1133B. Inner races of the bearings1133AB are attached to the drive spindle 1132 with a press fit andretaining compound. The drive spindle bearings 1133A,B are similar tosize R8 steel ball bearings. The outer races of the drive spindlebearings 1133A,B are attached to the vertical drive support 1126, andsecured with retaining compound. The vertical drive support 1126 isattached to the axle 1105, and secured by a pair of locknuts 1104B and1104C.

A motor shaft 1116 transmits rotational energy from the drive motor 1111to the drive spindle 1132. The drive spindle 1132 is coupled to thedrive motor shaft 1116 through a freewheeling roller clutch bearing1118, such that the tire 1101 will turn without rotating the drive motorshaft 1116, if the drive motor 1111 is unpowered. The roller clutchbearing 1118 thus enables the rider to pedal with no resistance from thedrive motor 1111 if the bicycle is traveling too slowly or quickly forthe drive motor 1111 to be of assistance, or if the drive motor 1111 isdisabled. The roller clutch bearing 1118 is similar to McMaster-Carrpart number 2489K11.

The motor shaft 1116 is mechanically coupled to the roller clutchbearing 1118 in a manner that compensates for shaft misalignment. Ashaft coupling pin 1177C is press fit into the motor shaft 1116. Theshaft coupling pin 1177C slip fit into two holes in opposite sides of ashaft coupling ring 1178. A pair of shaft coupling pins 1177A and 1177Bare perpendicular to the shaft coupling pin 1177C, and press fit intoopposite sides of the shaft coupling ring 1178. The shaft coupling pins1177AB are slip fit into holes in a roller clutch housing 1134. Theroller clutch housing 1134 is bonded to the roller clutch bearing 1118with retaining compound.

Radial, axial, and torsional constraint of the rim 1107 with respect tothe axle 1105, is provided by the hub bearings 1143L and 1143R. Hubbearings 1143LR are thin section angular contact ball bearings, similarto RBC Bearings part #KA025AR0*RBC. Large diameter angular contactbearings were chosen because of possible high moment loading, especiallyduring a turn. As will be apparent to those skilled in the art, doublerow angular contact bearings (such as #5204A, currently manufactured bySKF), smaller diameter angular contact bearings, Conrad bearings,needle, or tapered roller bearings may also prove effective, especiallyif moment loads are other than anticipated.

The outer races of the hub bearings 1143LR are mechanically attached tothe hub housing 1106, by compression by several race clamp bolts 1195.This compression is applied through an outer race clamp 1145, an outerrace spacer 1144, and a flange in the inner diameter of the hub housing1106.

The hub cover 1109 is attached to the motor mount 1110 with boltspassing through hub cover standoffs 1154. The labyrinth dust shield cutinto the hub housing 1106 and hub cover 1109, seals the drive componentsfrom contaminants.

The following alternative configurations are similar to this version.Referring to FIG. 53, the drive motor 1111 may be an internal combustionengine, and the battery 1112 may be a gas or liquid fuel tank.Alternatively, the drive motor 1111 may be a brush commutated electricmotor, and the motor controller 1120 may be suitable to a brushcommutated electric motor. The battery 1112 may be a fuel cell and fueltank. The motor controller 1120 may be of semi-autonomous configuration,as described in FIGS. 9 and 10 of the attached material.

Also referring to FIG. 53, the anti-rotation leg 1161A may support avariety of accessories, and may be extended to temporarily attach to thebicycle handlebar at several points with Velcro or a other suitablequick release mechanism. Accessories may include indicators, such asbattery charge or temperature; motor RPM, power, or temperature; andbicycle speed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1161A.

Referring to FIG. 54, a kickstand may be attached to the bottom of thebattery 1112, such that the wheel 1100 may be stored upright,independent of the bicycle 1119. The long anti-rotation leg 1161A,B,Ccan also function as a handle, to move the wheel independently of thebicycle.

The eleventh version can be adapted to drive the rear wheel of abicycle, with a freewheel and cogs rotating about the right side of theaxle, between the dropouts and the hub housing. Motor drive componentsare located on the left side of the wheel. The inner diameter of thepedal driven freewheel is rotationally coupled to the hub housing. Ashort anti-rotation peg contacts the frame from below.

Twelfth Exemplary Version of the Invention (FIGS. 57-58)

FIG. 57 is a right side view of a hub assembly 1200, for a wheel similarto the wheel 1100 described in FIGS. 53 and 54. Referring to FIG. 53, ahub cover, similar to 1109, and a motor mount, similar to 1110, areremoved to show internal details of the hub 1200. The twelfth versiondiffers from the eleventh version in that a two stage spur geartransmission is used, along with an alternate hub bearing arrangement.Note that the axis of the drive motor, similar to 1111, is movedslightly aft, to accommodate the position of a drive shaft 1237.

A drive support 1226 fits into a hub housing 1206. The drive support1226 provides rigid mechanical coupling between an axle 1205 and themotor mount. The motor mount 1210 is fastened to the drive support 1226by bolts anchored to several threaded inserts 1272.

Rotational energy is transmitted from the drive motor to the tirethrough a two stage gear train, as will be fully detailed in FIG. 58.This drive train includes the drive shaft 1237 that is coupled to thedrive motor shaft, with a flexible mechanical coupling, such as ahelical beam coupling similar to McMaster-Carr part #6208K5. A drivepinion 1238 is attached to or cut from the drive shaft 1237. The drivepinion is similar to QTCGears part #SSG1-21 (www.qtcgears.com). Teeth inthe drive pinion 1238 mesh with teeth in a large idler gear 1240. Thelarge idler gear 1240 is similar to QTCGears part #SSG1-80. The largeidler gear 1240 is attached to an idler shaft 1239. The idler shaft issupported by a pair of radial ball bearings 1241B, and 1241A (shown inFIG. 58). A small idler gear 1248 is located behind and attached to thelarge idler gear 1240, as shown in FIG. 58. The small idler gear 1248 issimilar to QTCGears part #SSG1.5-17. The small idler gear 1248 includesteeth which mesh with teeth in a freewheel gear 1231. The freewheel gearis similar to QTCGears part #SSG1.5-50. The freewheel gear is attachedto a freewheel outer body 1230. The freewheel outer body 1230 rotatesfreely in one direction with respect to a concentric freewheel innerbody 1229. The freewheel outer body 1230 locks with respect to thefreewheel inner body 1229 as the freewheel gear is driven by the motor.The freewheel assembly, which includes the inner body 1229 and the outerbody 1230, is fabricated from an item similar to a model #SF-MX30 singlespeed freewheel currently manufactured by Shimano, by grinding thesprocket teeth off to obtain a surface to bond to the inner diameter ofthe freewheel gear 1231.

The drive ratio between the drive pinion 1238 and the freewheel gear1231 is approximately 12. This ratio is chosen for optimum motorefficiency in powering a bicycle at the 10 to 20 mile per hour speedrange on level pavement, with the four inch Transmagnetics motor.

Axial constraint of the hub is provided on the right side by truingbearings enclosed in a pair of truing sleeves 1236A and 1236B. Thetruing sleeves 1236AB contact an annular truing race1235, and both partsare made of a durable material, such as hardened steel. The truingbearings act to resist the large overturn moment of lateral forceapplied to the tire at the road surface, as will be seen more clearly inFIG. 58.

FIG. 58 is a removed cross sectional view AA of the hub assembly 1200shown in FIG. 57.

The idler shaft 1239 is supported by two idler bearings 1241A and 1241B.Inner races of the bearings 1241AB are attached to the idler shaft 1239with a press fit and retaining compound. The outer races of the idlerbearings 1241A,B are attached to the drive support 1226, and securedwith retaining compound. The drive support 1226 is attached to the axle1205, and secured by compression between a step in the axle 1205 andtruing bearing preload force, which is adjusted by the left thrustbearing cover 1252 and the locknut 1249.

The motor shaft is mechanically coupled to the drive shaft 1237 in amanner that compensates for shaft misalignment, with a helical beamcoupling or similar device equivalent to McMaster-Carr part #6208K5. Thedrive shaft 1237 is supported by a drive shaft bearing 1247. The driveshaft bearing 1247 is a needle roller bearing, similar to McMaster-Carrpart #5905K84. The drive shaft bearing 1247 provides radial, but notaxial constraint to the drive shaft 1237. Axial constraint of the driveshaft 1237 is maintained by the mechanical coupling to the motor shaft.

Axial and torsional constraint of the hub housing 1206 and rim withrespect to the axle 1205, is provided by a left thrust bearing 1251, anda pair of truing bearings 1246A and 1246B. The truing bearing 1246B ishidden from view in this section. The truing bearings 1246AB rotateabout a respective pair of truing shafts 1242A and 1242B. The truingshafts 1242AB are attached to the drive support 1226 by press fit, andsecured with a retaining compound. Because the road surface providesaxial force to wheel, the truing bearings 1246AB are placed in avertical plane that includes the centerline of the axle 1205.

The left thrust bearing 1251 is a needle roller thrust bearing similarto McMaster-Carr part #5909K22, including race washers #5909K82. A leftthrust bearing cover 1252 ensures that the left thrust bearing 1251turns concentrically about the axle 1205, and applies preloading forceto the left thrust bearing 1251 and truing bearings 1246AB. A locknut1249 ensures that preloading remains constant, even if a small torque isapplied to the left thrust bearing cover 1252.

Radial constraint of the hub housing 1206 and rim with respect to theaxle 1205 is provided by a radial hub bearing 1250. The radial hubbearing 1250 is similar to an R8 Conrad bearing. The inner race of theradial hub bearing 1250 is press fit onto the axle 1205, and securedwith a retaining compound; the outer race is axially preloaded by afinger spring 1254, which presses against the hub housing 1206.

Thirteenth Exemplary Version of the Invention (FIGS. 59-62)

The thirteenth version is similar to the fifth version, in that drivecomponents are placed on both sides of the wheel, and supported close tothe axle ends. A bridge structure over the top of the tire includeselectrical cables to carry power and information between the two sides.The bridge structure is easily separated, for tire or inner tube repair.

The thirteenth version departs from the fifth version with the extensiveuse of needle roller bearings to reduce the size of the hub and drivecomponents. A two stage, sealed, integral gearhead may drive the wheelfrom either side. A centrally supported, large flanged hub allows anaxially symmetric spoke pattern and drive component support.

FIG. 59 shows a view of the right side of a wheel 1300 specificallyconfigured for use with a bicycle. The wheel 1300 includes a tire 1301,which contacts a pavement 1302 during normal use. The tire 1301 is astandard 700 c×32 mm. The wheel 1300 attaches to a bicycle 1319 with aquick release assembly 1303A-E, such as is found on many bicyclescurrently sold. The tire 1301 is

attached to a rim 1307 in the usual way for a tire of the indicateddimensions. The rim 1307 is similar to a standard, typically aluminumalloy, bicycle wheel rim. The rim 1307 is attached a hub housing 1306with several spokes 1368. Other components shown in this view do notrotate with the tire 1301.

A motor mount 1310R supports the active elements of the wheel 1300 whichprovide propulsion. The motor mount 1310R supports a drive motor 1311R,which is a compact NdBFe permanent magnet motor capable of providing 245Watts of continuous output power, at about 91% system efficiency at 2870rpm. The drive motor 1311R in this embodiment is similar to a brushlessmotor, “Standard 4 inch”, currently manufactured by Transmagnetics(www.Transmag.com). The motor mount 1310R supports a battery 1312R,which consists of forty rechargeable D size cells, and provides 48 totalVolts and total capacity of nine Amp-hours. The batteries 1312R in thisembodiment are similar to model #D9000H, currently manufactured by Aero,Inc. The motor mount 1310R is an aluminum plate with sufficientstiffness and strength to support the heavy batteries 1312R and thepowerful drive motor 1311R, while dampening oscillations due toroughness in the pavement 1302. The motor mount 1310R is attached toseveral aluminum cooling fin channels 1313, which strengthen the motormount 1310R, and remove waste heat from the drive motor 1311R. Thermallyconductive grease is placed between the drive motor 1311R, motor mount1310R, and the cooling fin channels 1313 during assembly and attachmentwith several bolts 1322.

Rotation of the motor mount 1310 in either direction, is prevented by ananti-rotation leg 1361A-G. The anti-rotation leg 1361A-G is attached toa pair of anti-rotation contact pads 1321A and 1321B. The anti-rotationcontact pads 1321AB contact the handlebar of the bicycle 1319. Properpositioning of the

anti-rotation pad on any bicycle is accomplished by loosening severalwing nuts 1382A-E followed by proper adjustment and retightening.

Control of the drive motor 1311R is accomplished with a throttle control1323. A cable 1366 carries electrical information to and from thethrottle control 1323. The throttle control 1323 is attached to theanti-rotation leg 1361A, so that it is close to the bicycle handlebar.An efficiency control knob 1367 protrudes from the top of the throttlecontrol 1323. The efficiency control knob 1367 sets how the motors areoperated, depending on the preference of the rider to maximize batterylife or bicycle speed and acceleration. A throttle control lever 1324extends from the throttle control potentiometer, so that the rider canreach it with the right thumb. A motor controller 1320R uses the signalfrom the throttle control to control the drive motor 1311R output poweror torque. The motor controller 1320R is a pulse width modulatedcontroller, similar to models currently available from Transmagnetics(www.transmag.com). The throttle control lever 1324 is spring loaded, sothat it returns to the unpowered state as the thumb is removed. As therider uses the hand to apply the brakes, the thumb is almost necessarilyremoved from the throttle control.

FIG. 60 shows an end view of the wheel 1300. Note that the severalspokes 1368 are arranged in a symmetric configuration, to make room forduplicate drive components on the either side of the wheel 1300. Theentire assembly is narrow enough to fit standard bicycles withoutmodification. An axle 1305 is sized according to standard dimensions,and fits into the standard bicycle fork dropout.

The quick release assembly 1303A-E functions in the usual way.Compression between the quick release assembly part 1303B and a leftouter locknut 1349D (shown in FIG. 62) rigidly attaches the wheel 1300to a bicycle fork dropout, with the end of the axle 1305, fitting intothe dropout. The quick release assembly part 1303E serves a similarfunction on the right side of the wheel 1300.

The anti-rotation leg 1361A-G forms a bridge over the top of the tire1301. This bridge structure is required to support a cable 1366 carryingelectrical power and information between the two sides of the wheel1300. In order the change a flat tire, the rider must be able toseparate this bridge structure. This is accomplished by removing a wingnut 1382F, so that anti-rotation leg components 1361E and 1361D can beseparated. A cable connector 1369 is also opened, splitting the cable1366. As the anti-rotation leg 1361D is rotated forward (out of thepage), a gap forms so that the tire 1301 can be removed.

The axle 1305 supports hub bearings, as will be shown in FIG. 62. Theaxle 1305 is also attached to a pair of drive supports 1326L and 1326R.Each horizontal drive support 1326L and 1326R is attached to arespective motor mount 1310L and 1310R. A speedometer probe 1370generates an electrical signal related to the bicycle speed. This speedsignal is used by a microprocessor in the throttle control 1323 todetermine optimum motor torque.

FIG. 61 is a right side view of a hub assembly for the wheel 1300, withthe anti-rotation leg 1361A-G, and motor mount 1310R removed to showmore internal hub details. The drive support 1326R support fits into thehub housing 1306. Each drive support 1326L and 1326R provides rigidmechanical coupling between the axle 1305 and the respective motor mount1310L and 1310R. The drive support 1326R is attached to the axle 1305with a pair of locknuts 1349A and 1349B.

Rotational energy is transmitted from the shaft of the drive motor 1311Rto a drive shaft 1337R. The motor shaft is mechanically coupled to thedrive shaft 1337R in a manner that compensates for shaft misalignment,with a helical beam coupling or similar device. This coupling is notshown, but is similar to McMaster-Carr part #6208K5. The drive shaft1337R is rotationally coupled to the hub housing 1306 through a twostage gear train. A drive pinion 1338R is attached to the drive shaft1337R with a retaining compound. The drive pinion 1338R includes teethwhich mesh with a large idler gear 1340R. The large idler gear 1340Rrotates about an idler shaft 1339R. The idler shaft 1339R is press fitinto the drive support 1326R. The second reduction stage is hidden inthis view, but will be detailed in FIG. 62. The ratio between the drivepinion 1338R and the hub housing 1306 is approximately 12. This ratio ischosen for optimum motor efficiency in powering a bicycle at the 10 to20 mile per hour speed range on level pavement, with the four inchTransmagnetics motor.

A speedometer magnet 1371 is attached to the hub housing 1306. Motion ofthe speedometer magnet is sensed by the speedometer sensor 1370 shown inFIG. 60. Several threaded inserts 1372 provide attachment points forbolts securing the motor mount 1310R and the anti-rotation leg 1361F tothe drive support 1326R.

FIG. 62 is a removed cross sectional view AA of FIG. 61. Since thissection faces the rear of the bicycle, items on the rider's right appearon the left side of this drawing, and are designated with an R suffix.If duplicated on the left side, only those items directly referenced inthe text are numbered in the drawing.

Radial constraint of the hub housing 1306 and rim with respect to theaxle 1305 is provided by a pair of radial hub bearings 1350L and 1350R.The radial hub bearings 1350LR are needle roller bearings, similar toMcMaster-Carr part #5905K23. The outer diameter of the axle 1305 formsan inner race for the radial hub bearings 1350LR. The outer shell of theradial hub bearings 1350LR is press fit into the inner diameter of afreewheel inner body 1329. The freewheel inner body is rigidly attachedto the center of the hub housing 1306 with several press fit retainingpins 1342, and retaining compound. Note that the large surface area andwide axial spacing of the radial hub bearings 1350LR provides highmoment (torsional) load capacity.

Axial constraint of the hub housing 1306 and rim with respect to theaxle 1305, is provided by a pair of hub thrust bearings 1351L and 1351R.The hub thrust bearings 1351L and 1351R are similar to McMaster-Carrpart #5909K31, including race washers #5909K44. The locknuts 1349A-Dprovide hub thrust bearing preloading force, and ensure that preloadingremains constant.

The drive shaft 1337R is supported by a drive shaft bearing 1347R. Thedrive shaft bearing 1347R is a needle roller bearing, similar toMcMaster-Carr part #5905K84. The drive shaft bearing 1347R providesradial, but not axial constraint to the drive shaft 1337R. Axialconstraint of the drive shaft 1337R is maintained by the coupling to themotor shaft, and a thrust bearing 1360R.

Rotational energy is transmitted from the drive motor to the tirethrough a two stage gear train. The drive pinion 1338R is attached to orcut from the drive shaft 1337R. The drive pinion is similar to QTCGearspart #KHG1-20R (www.qtcgears.com). Teeth in the drive pinion 1338R meshwith teeth in a large idler gear 1340R. The large idler gear 1340R issimilar to QTCGears part #KHG1-80L. The large idler gear 1340R isattached to a small idler gear 1348R by an idler hub 1364R. Both idlergears 1340R and 1348R are journaled about an idler shaft 1339R by anidler bearing 1341R. The small idler gear 1348R is similar to QTCGearspart #SSG1.5-17. The small idler gear 1348R includes teeth which meshwith teeth in a freewheel gear 1331R. The freewheel gear is similar toQTCGears part #SSG1.5-50. The freewheel gear is attached to the outershell of a freewheel clutch bearing 1330R. The freewheel clutch bearing1330R rotates freely in one direction about the freewheel inner body1329. The freewheel clutch bearing 1330R locks with respect to thefreewheel inner body 1329 as the freewheel gear 1331R is driven by themotor. The freewheel clutch bearing 1330R is similar to McMaster-Carrpart #2489K14.

Geartrain thrust bearings are required because needle roller radialbearings do not provide axial constraint. The first stage gears arehelical gears, which produce an axial force during rotation. The drivepinion thrust bearing 1360R absorbs that part of the helical gear axialforce imparted by the drive pinion 1338R. An idler outboard thrustbearing 1358R does the same for the large idler gear 1340R. Since theyare continuously loaded during operation, both the drive pinion thrustbearing 1360R and the idler outboard thrust bearing 1358R are needleroller thrust bearings similar to McMaster-Carr part #5909K11. Aninboard idler thrust bearing 1359R is not continuously loaded by theidler gears. The inboard idler thrust bearing 1359R is a plain thrustbearing, composed of oil impregnated bronze, or a low friction plastic.The freewheel gear 1331R is axially constrained between a freewheelinboard thrust bearing 1356R, and a freewheel outboard thrust bearing1357R. Both freewheel thrust bearings are plain thrust bearings,composed of oil impregnated bronze, or a low friction plastic. Thefreewheel thrust bearings 1356R and 1357R contact either side of thehousing of freewheel roller clutch 1330R.

Lubricant and dust sealing is provided by the freewheel inboard thrustbearing 1356R. Additionally, a labyrinth seal is formed by a concentricprotrusion from the freewheel inner body 1329, which extends into agroove cut into a transmission cover 1355R. The transmission cover 1355Ris attached to the drive support 1326R by several transmission coverscrews 1363. The inboard surface of the freewheel inboard thrust bearing1356R contacts the transmission cover 1355R. Note that this is the onlydynamic transmission seal, and as described it is adequate to retaingrease and prevent contaminants from entering. Alternatively, this sealcould be made liquid tight, static seals could be gasketed, and an oilbath could be used to lubricate the transmission and wheel bearings.

Dynamic gear ratio optimization is possible in this version. Note thatthe left first stage gear ratio, formed by the drive pinion 1338L andthe large idler gear 1340L, is different from that on the right.Referring to FIG. 60, the throttle control 1323 includes amicroprocessor that uses rider efficiency preference, motor current andbicycle speed to determine the most efficient torque ratio between thetwo drive motors 1311R and 1311L. Both motors are simultaneouslyoperated more often if the rider does not care how long a battery chargewill last. Alternatively, the gear ratios may be the same for both drivemotors, and a simple open loop controller can be used. In this case, thebatteries 1312L and 1312R may form the same or a separate power bus.Other alternative variations of this version are described below.

The radial hub bearings 1350LR and hub thrust bearings 1351LR may bereplaced with a more conventional cone and cup design. A pair ofhardened steel cones are press fit into bored out axle holes of the(typically aluminum) drive supports 1326LR. A pair of cups are machinedinto the end surfaces of the freewheel inner body 1329. The spacesbetween the cones and cups on each side are loaded with ball bearingsand grease during assembly.

Another alternative hub bearing design would use the freewheel inboardand outboard thrust bearings 1356LR and 1357LR to take up momentloading. These thrust bearings would be of needle roller construction,and the labyrinth seal diameter would be increased, along with theconcentric hole in the transmission cover 1355LR, so that the freewheelinboard thrust bearings 1356LR would contact a races placed on eitherside of the hub housing 1306. Hardened steel race washers for thefreewheel outboard thrust bearings 1357LR would be placed in grooves cutin the drive supports 1326LR. Ground surfaces on the faces of thefreewheel gears 1331LR would provide opposing races for both freewheelinboard and outboard thrust bearings 1356LR and 1357LR.

Referring to FIG. 59, the drive motor 1311R may be an internalcombustion engine, and the battery 1312R may be a gas or liquid fueltank. Alternatively, the drive motor 1311R may be a brush commutatedelectric motor, and the motor controller 1320R may be suitable to abrush commutated electric motor. The battery 1312R may be a fuel celland fuel tank. The motor controller 1320R may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 59, the anti-rotation leg 1361A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or a other suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1361A.

Referring to FIG. 60, a kickstand may be attached to the bottom of thebattery 1312R, such that the wheel 1300 may be stored upright,independent of the bicycle 1319. The long anti-rotation leg 1361A-G canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1361A-G, so that a user could hold the wheel 1300 with both hands, andone thumb could reach the throttle control lever 1324, while beingpulled by the wheel 1300 and wearing skates or riding a skateboard.Addition of a caliper brake to the anti-rotation leg 1361E would berequired for safety with this latter refinement.

Numerous drive configurations are possible using building blocksoutlined in this version. Referring to FIG. 60, note the followingalternatives:

1. Either drive motor 1311L or 1311R may be omitted, along with geartrain components and cooling fins.2. Either battery 1312L or 1312R may be omitted.3. anti-rotation leg 1361A-G may be replaced with an anti-rotation peg,that contacts the frame close to the wheel, and a semi-autonomouscontroller or independently attached throttle control.4. Right side drive components could be replaced by a conventionalfreewheel and sprocket, for manual drive using a conventional chain, ifinstalled in the bicycle rear wheel dropouts. The conventional freewheelwould thread on to an extension of the right side of the freewheel innerbody 1329, shown in FIG. 62.5. A bicycle may be fitted with powered front and rear wheels, with thehighest gear ratio in the rear wheel for more efficient hill climbing.This bicycle may feature two or three motors and identical or differentdrive train ratios.

Fourteenth Exemplary Version of the Invention (FIGS. 63-69)

The fourteenth version is similar to the fifth version, in that drivecomponents are placed on both sides of the wheel, and supported close tothe axle ends. A bridge structure over the top of the tire includeselectrical cables to carry power and information between the two sides.The bridge structure is easily separated or removed, for tire or innertube repair.

The fourteenth version departs from the thirteenth version with the useof a double row angular contact bearing to support the wheel about theaxle. A two stage, sealed, integral gearhead may drive the wheel fromone side. A centrally supported, large flanged hub allows an axiallysymmetric spoke pattern and drive component support.

FIG. 63 shows a view of the right side of a wheel 1400 specificallyconfigured for use with a bicycle. The wheel 1400 includes a tire 1401,which contacts a pavement 1402 during normal use. The tire 1401 is astandard 700 c×32 mm. The wheel 1400 attaches to a bicycle 1419 with aquick release assembly 1403A-E, such as is found on many bicyclescurrently sold. Alternatively, nuts may be used to secure the wheel 1400to a bicycle 1419, for a more permanent installation. The tire 1401 isattached to a rim 1407 in the usual way for a tire of the indicateddimensions. The rim 1407 is similar to a standard, typically aluminumalloy, bicycle wheel rim. The rim 1407 is attached a hub housing 1406with several spokes 1468. Other components shown in this view do notrotate with the tire 1401.

A motor mount 1410 supports the active elements of the wheel 1400 whichprovide propulsion. The motor mount 1410 supports a drive motor 1411,which is a compact NdBFe permanent magnet motor capable of providing 615Watts of continuous output power, at about 88% system efficiency at 3175rpm. The drive motor 1411 in this embodiment is similar to a brushlessmotor, “Extended 4 inch”, currently manufactured by Transmagnetics(www.Transmag.com). The left side of the wheel supports a battery 1412,which consists of thirty rechargeable D size cells, and provides 36total Volts and total capacity of nine Amp-hours. The batteries 1412R inthis embodiment are similar to model #D9000H, currently manufactured byAero, Inc. The motor mount 1410 is an aluminum plate with sufficientstiffness and strength to support the powerful drive motor 1411, whiledampening oscillations due to roughness in the pavement 1402. The motormount 1410 is attached to several aluminum cooling fin channels 1413,which strengthen the motor mount 1410, and remove waste heat from thedrive motor 1411. Thermally conductive grease is placed between thedrive motor 1411, motor mount 1410, and the cooling fin channels 1413during assembly and attachment with several bolts 1422. A drive support1426 contains the drive transmission, and supports the motor mount 1410.The drive support 1426 is cast or machined from aluminum, or anothersuitably light and stiff material.

Rotation of the motor mount 1410 in either direction, is prevented by ananti-rotation leg 1461A-G. The anti-rotation leg 1461A-G is attached toa pair of anti-rotation contact pads 1421A and 1421B. The anti-rotationcontact pads 1421AB contact the handlebar of the bicycle 1419. Properpositioning of the anti-rotation pad on any bicycle is accomplished byloosening several wing nuts 1482A-E followed by proper adjustment andretightening.

Control of the drive motor 1411 is accomplished with a throttle control1423. A cable 1466 carries electrical information to and from thethrottle control 1423. The throttle control 1423 is attached to theanti-rotation leg 1461A, so that it is close to the bicycle handlebar. Athrottle control lever 1424 extends from the throttle controlpotentiometer, so that the rider can reach it with the right thumb. Amotor controller 1420 uses the signal from the throttle control tocontrol the drive motor 1411 output speed, power or torque. The motorcontroller 1420 is a pulse width modulated controller, similar to modelscurrently available from Transmagnetics (www.transmag.com). The throttlecontrol lever 1424 is spring loaded, so that it returns to the unpoweredstate as the thumb is removed. As the rider uses the hand to apply thebrakes, the thumb is almost necessarily removed from the throttlecontrol.

FIG. 64 shows an end view of the wheel 1400. Note that the severalspokes 1468 are arranged in a symmetric configuration, to make room fordrive components on the either side of the wheel 1400. The entireassembly is narrow enough to fit standard bicycles without modification.An axle 1405 is sized according to standard dimensions, and fits intothe standard bicycle fork dropout.

The quick release assembly 1403A-E functions in the usual way.Compression between the quick release assembly part 1403B and a leftouter locknut 1449B (shown in FIG. 66) rigidly attaches the wheel 1400to a bicycle fork dropout, with the end of the axle 1405, fitting intothe dropout. The quick release assembly part 1403E serves a similarfunction on the right side of the wheel 1400.

The anti-rotation leg 1461A-G forms a bridge over the top of the tire1401. This bridge structure is required to support a cable 1466 carryingelectrical power and information between the two sides of the wheel1400. In order the change a flat tire, the rider must be able toseparate this bridge structure. This is accomplished by removing a wingnut 1482F, so that anti-rotation leg components 1461E and 1461D can beseparated. A cable connector 1469 is also opened, splitting the cable1466. As the anti-rotation leg 1461D is rotated forward (out of thepage), a gap forms so that the tire 1401 can be removed. As depicted,the anti-rotation leg 1461A-G is composed mainly of aluminum angle.Alternatively, the anti-rotation leg 1461A-G may be of tubularconstruction, and may be separated from the drive support 1426 and thebattery support 1475 for repair of the tire 1401.

The axle 1405 supports hub bearings, as will be shown in FIG. 67. Theaxle 1405 is also attached to a drive support 1426 and a battery support1475. The drive support 1426 is attached to a motor mount 1410. A motormount standoff 1453 provides an aft attachment point between the motormount 1410 and the drive support 1426. The battery support 1475 isbolted to a section of the anti-rotation leg 1461G. The anti-rotationleg section 1461G also serves to support the battery 1412.

FIG. 65 is a right side view of a hub assembly for the wheel 1400, withthe anti-rotation leg 1461A-G, and motor mount 1410R removed to showmore internal hub details. The drive support 1426 fits into the hubhousing 1406. The drive support 1426 provides rigid mechanical couplingbetween the axle 1405 and the motor mount 1410. The drive support 1426is attached to the axle 1405 with a nut 1449A. Several threaded inserts1472 placed in the drive support 1426 provide anchor points for theanti-rotation leg 1461A-G and the motor mount 1410.

As will be shown more clearly in FIG. 67, an idler shaft 1439 supports alarge idler gear 1440 within the drive support 1426. Several springplungers 1492 ensure that a freewheel gear (also illustrated in FIG. 67)runs true.

FIG. 66 is a left side view of a hub assembly for the wheel 1400, withthe anti-rotation leg 1461A-G and battery 1412 removed to show moredetails. The battery support 1475 provides rigid mechanical couplingbetween the axle 1405 and the heavy battery 1412. The battery support1475 is attached to the axle 1405 with a nut 1449B.

FIG. 67 is a removed cross sectional view A-A of the hub of FIG. 65 andFIG. 66. Since this section faces the rear of the bicycle, items on therider's right appear on the left side of this drawing. This view showshow the hub housing 1406 is journaled about the axle 1405. Drivetraincomponents are also depicted, with the exception of a drive pinion 1438,which will be shown in FIG. 69. The ratio between the drive pinion 1438and the hub housing 1406 is approximately 12. This ratio is chosen foroptimum motor efficiency in powering a bicycle at the 10 to 20 mile perhour speed range on level pavement, with the four inch Transmagneticsmotor.

Radial and axial constraint of the hub housing 1406 and rim with respectto the axle 1405 is provided by a main hub bearing 1450. The main hubbearing 1450 is a double row angular contact bearing, similar to SKFpart #3304A. The outer diameter of the axle 1405 supports the inner raceof the main hub bearing 1450, and is attached by a slip fit, with axialcompression provided between the nut 1449B and the axle 1405. The outerrace of the main hub bearing 1450 is press fit into the inner diameterof a freewheel inner body 1429. The freewheel inner body is rigidlyattached to the center of the hub housing 1406 with several retainingscrews 1442, and retaining compound.

Rotational energy is transmitted from the drive motor 1411 to the tire1401 through a two stage gear train. Teeth in the drive pinion 1438(shown in FIG. 69) mesh with teeth in a large idler gear 1440. The largeidler gear 1440 is similar to QTCGears part #KHG1-80L. The large idlergear 1440 is attached, via a press fit and retaining compound, to thehub of a small idler gear 1448. Both idler gears 1440 and 1448 arejournaled about an idler shaft 1439R by an idler bearing 1441. The idlerbearing 1441 is a needle roller bearing, and is retained by an idler hub1464. The idler bearing 1441 and the idler hub 1464 are press fit intothe hub of the small idler gear 1448. The idler shaft 1439 is press fitinto the drive support 1426. The small idler gear 1448 is similar toQTCGears part #SSG1.5-17. The small idler gear 1448 includes teeth whichmesh with teeth in a freewheel gear 1431. The freewheel gear is similarto QTCGears part #SSG1.5-50. The freewheel gear is attached to the outershell of a freewheel clutch bearing 1430. The freewheel clutch bearing1430 rotates freely in one direction about the freewheel inner body1429. The freewheel clutch bearing 1430 locks with respect to thefreewheel inner body 1429 as the freewheel gear 1431 is driven by themotor, thereby driving the bicycle 1419 forward. The freewheel clutchbearing 1430 is similar to McMaster-Carr part #6392K33. Alternatively, aconventional bicycle freewheel device may be used instead of thefreewheel clutch bearing 1430.

Geartrain thrust bearings are required because needle roller radialbearings do not provide axial constraint. The first stage gears arehelical gears, which produce an axial force during rotation. An idleroutboard thrust bearing 1458 absorbs that part of the helical gear axialforce imparted by the large idler gear 1440. As will be shown in FIG.69, the bearings in the drive motor 1411 accomplish the same for axialforce imparted by the drive pinion 1438. Since it is continuously loadedduring operation, the idler outboard thrust bearing 1458 is a needleroller thrust bearing similar to McMaster-Carr part #5909K11. An inboardidler thrust bearing 1459 is not continuously loaded by the idler gears.The inboard idler thrust bearing 1459 is a plain thrust bearing,composed of oil impregnated bronze, or a low friction plastic. Thefreewheel gear 1431 is axially constrained by a freewheel inboard thrustbearing 1456, and a freewheel outboard thrust bearing 1457. Bothfreewheel thrust bearings are plain thrust bearings, composed of oilimpregnated bronze, or a low friction plastic. The freewheel thrustbearings 1456 and 1457 are press fit into recesses cut into thefreewheel gear 1431. The freewheel thrust bearings 1456 and 1457 alsoprovide radial support of the freewheel gear 1431, so that the freewheelclutch bearing 1430 remains concentric with the freewheel inner body1429. A freewheel thrust washer 1473 serves as a continuous race for theoutboard freewheel thrust bearing 1457. Several spring plungers 1492axially preload the inboard and outboard freewheel thrust bearings 1456and 1457.

Lubricant and dust sealing is provided by the freewheel inboard thrustbearing 1456. Additionally, a labyrinth seal is formed by a concentricprotrusion from the hub housing 1406, which extends into a groove cutinto a transmission cover 1455. The transmission cover 1455 is attachedto the drive support 1426 by several transmission cover screws 1463.Note that this is the only dynamic transmission seal, and as describedit is adequate to retain grease and prevent contaminants from entering.Alternatively, this seal could be made liquid tight, static seals couldbe gasketed, and an oil bath could be used to lubricate the transmissionand wheel bearings.

FIG. 68 is an exploded view of the hub assembly of FIG. 65 and FIG. 66.Note that during assembly, the idler gears 1440 and 1448 are installedbefore the freewheel gear 1431. Since all parts shown in this figurewere introduced in the discussion of FIG. 67, their function will not beredescribed.

FIG. 69 is an exploded view of the motor mount assembly for the wheel ofFIG. 63. Rotational energy is transmitted from the shaft of the drivemotor 1411 to the drive pinion 1438. The drive shaft of the motor 1411is rotationally coupled to the hub housing 1406 through the two stagegear train. The drive pinion 1438 is attached to the shaft of the drivemotor 1411 with a retaining compound. The drive pinion 1438 includesteeth which mesh with the large idler gear 1440. The drive pinion issimilar to QTCGears part #KHG1-20R (www.qtcgears.com). The drive pinion1438 may alternatively be cut from the shaft of the drive motor 1411.

A motor alignment bushing 1490 ensures that the drive motor 1411 isattached to the drive support 1426 at the proper distance from the idlershaft 1439, as required for proper meshing of associated gear teeth. Thedrive motor 1411 and alignment bushing 1490 are attached to motor mount1410 by several bolts 1422 and lockwashers 1494.

Modifications to the Fourteenth Version

Referring to FIG. 63, the drive motor 1411 may be an internal combustionengine, and the battery 1412 may be a gas or liquid fuel tank.Alternatively, the drive motor 1411 may be a brush commutated electricmotor, and the motor controller 1420 may be suitable to a brushcommutated electric motor. The battery 1412 may be a fuel cell and fueltank. The motor controller 1420 may be of semi-autonomous configuration,as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 63, the anti-rotation leg 1461A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1461A.

Referring to FIG. 64, a kickstand may be attached to the bottom of thebattery 1412, such that the wheel 1400 may be stored upright,independent of the bicycle 1419. The long anti-rotation leg 1461A-G canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1461A-G, so that a user could hold the wheel 1400 with both hands, andone thumb could reach the throttle control lever 1424, while beingpulled by the wheel 1400 and wearing skates or riding a skateboard.Addition of a caliper brake to the anti-rotation leg 1461E would berequired for safety with this latter refinement.

Numerous drive configurations are possible using building blocksoutlined in this version. Referring to FIG. 64, note the followingalternatives:

1. A battery 1412 may be placed on either, or both, sides of the wheel1400.2. The anti-rotation leg 1461A-G may be replaced with an anti-rotationpeg, that contacts the frame close to the wheel, and a semi-autonomouscontroller or independently attached throttle control.3. A conventional freewheel and sprocket, for manual drive using aconventional chain, may be included on one side of the wheel 1400 ifinstalled in the bicycle rear wheel dropouts. The conventional freewheelwould thread on to an extension of the right side of the freewheel innerbody 1429, shown in FIG. 67, and motor drive components and batterywould be placed on the opposite side of the wheel 1400.4. A bicycle may be fitted with powered front and rear wheels, with thehighest gear ratio in the rear wheel for more efficient hill climbing.This bicycle may feature two motors and identical or different drivetrain ratios.

Fifteenth Exemplary Version of the Invention (FIGS. 70-71)

The fifteenth version is similar to the fifth version, in that drivecomponents are placed on both sides of the wheel, and supported close tothe axle ends. A bridge structure over the top of the tire includeselectrical cables to carry power and information between the two sides.The bridge structure is easily separated or removed, for tire or innertube repair.

The fifteenth version departs from the thirteenth version with the useof a double row angular contact bearing to support the wheel about theaxle. A centrally supported, large flanged hub allows an axiallysymmetric spoke pattern and drive component support. The fifteenthversion departs from the fourteenth version with the use of a singlestage geartrain.

FIG. 70 shows a view of the right side of a wheel 1500 specificallyconfigured for use with a bicycle. The wheel 1500 includes a tire 1501,which contacts a pavement 1502 during normal use. The tire 1501 is astandard 700 c×32 mm. The wheel 1500 attaches to a bicycle 1519 with aquick release assembly 1503A-E, such as is found on many bicyclescurrently sold. Alternatively, nuts may be used to secure the wheel 1400to a bicycle 1419, for a more permanent installation. The tire 1501 isattached to a rim 1507 in the usual way for a tire of the indicateddimensions. The rim 1507 is similar to a standard, typically aluminumalloy, bicycle wheel rim. The rim 1507 is attached a hub housing 1506with several spokes 1568. Other components shown in this view do notrotate with the tire 1501.

A motor mount 1510 supports the active elements of the wheel 1500 whichprovide propulsion. The motor mount 1510 supports a drive motor 1511,which is a compact NdBFe permanent magnet motor capable of providing 615Watts of continuous output power, at about 88% system efficiency at 3175rpm. The drive motor 1511 in this embodiment is similar to a brushlessmotor, “Extended 4 inch”, currently manufactured by Transmagnetics(www.Transmag.com). The right side of the wheel supports a battery1512R, which consists of thirty rechargeable D size cells, and provides36 total Volts and total capacity of nine Amp-hours. The batteries 1512Rin this embodiment are similar to model #D9000H, currently manufacturedby Aero, Inc. The motor mount 1510 is an aluminum plate with sufficientstiffness and strength to support the powerful drive motor 1511, whiledampening oscillations due to roughness in the pavement 1502. The motormount 1510 is attached to several aluminum cooling fin channels 1513,which strengthen the motor mount 1510, and remove waste heat from thedrive motor 1511. Thermally conductive grease is placed between thedrive motor 1511, motor mount 1510, and the cooling fin channels 1513during assembly and attachment with several bolts 1522. A drive support1526 covers the drive transmission, and supports the motor mount 1510.The drive support 1526 is cast or machined from aluminum, or anothersuitably light and stiff material.

Rotation of the motor mount 1510 in either direction, is prevented by ananti-rotation leg 1561A-G. The anti-rotation leg 1561A-G is attached toa pair of anti-rotation contact pads 1521A and 1521B. The anti-rotationcontact pads 1521AB contact the handlebar of the bicycle 1519. Properpositioning of the

anti-rotation pad on any bicycle is accomplished by loosening severalwing nuts 1582A-E followed by proper adjustment and retightening.

Control of the drive motor 1511 is accomplished with a throttle control1523. A cable 1566 carries electrical information to and from thethrottle control 1523. The throttle control 1523 is attached to theanti-rotation leg 1561A, so that it is close to the bicycle handlebar. Athrottle control lever 1524 extends from the throttle controlpotentiometer, so that the rider can reach it with the right thumb. Amotor controller 1520 uses the signal from the throttle control tocontrol the drive motor 1511 output speed, power or torque. The motorcontroller 1520 is a pulse width modulated controller, similar to modelscurrently available from Transmagnetics (www.transmag.com). The throttlecontrol lever 1524 is spring loaded, so that it returns to the unpoweredstate as the thumb is removed. As the rider uses the hand to apply thebrakes, the thumb is almost necessarily removed from the throttlecontrol.

FIG. 71 is a removed cross sectional view A-A of the wheel of FIG. 70.Since this section faces the rear of the bicycle, items on the rider'sright appear on the left side of this drawing. This view shows how thehub housing 1506 is journaled about the axle 1505. Drivetrain componentsare also depicted. The ratio between the drive pinion 1538 and the hubhousing 1506 is approximately 12. This ratio is chosen for optimum motorefficiency in powering a bicycle at the 10 to 20 mile per hour speedrange on level pavement, with the four inch Transmagnetics motor.

Note that the several spokes 1568 are arranged in a symmetricconfiguration, to make room for drive components on the either side ofthe wheel 1500. The entire assembly is narrow enough to fit standardbicycles without modification. An axle 1505 is sized according tostandard dimensions, and fits into the standard bicycle fork dropout.

The quick release assembly 1503A-E functions in the usual way.Compression between the quick release assembly part 1503A and a leftouter locknut 1549D rigidly attaches the wheel 1500 to a bicycle forkdropout, with the end of the axle 1505, fitting into the dropout. Thequick release assembly part 1503E serves a similar function on the rightside of the wheel 1500.

The anti-rotation leg 1561A-G forms a bridge over the top of the tire1501. This bridge structure is required to support the cable 1566carrying electrical power and information between the two sides of thewheel 1500. In order the change a flat tire, the rider must be able toseparate or remove this bridge structure. In a manner similar to thatdescribed in the fourteenth version by FIG. 64, this may be accomplishedby removing a wing nut 1582F, so that anti-rotation leg components 1561Eand 1561D can be separated. A cable connector 1569 is also opened,splitting the cable 1566. As the anti-rotation leg 1561D is rotatedforward (out of the page), a gap forms so that the tire 1501 can beremoved. As depicted, the anti-rotation leg 1561A-G is composed mainlyof aluminum angle. Alternatively, the anti-rotation leg 1561A-G may beof tubular construction.

The axle 1505 supports main hub bearing 1550. The axle 1505 is alsoattached to a drive support 1526 and a battery support 1575. The drivesupport 1526 is attached to a motor mount 1510. The battery support 1575is bolted to a section of the anti-rotation leg 1561G.

The drive support 1526 provides rigid mechanical coupling between theaxle 1505 and the motor mount 1510. The drive support 1526 is attachedto the axle 1505 with a pair of locknuts 1549AB. Several threadedinserts 1572 placed in the drive support 1526 provide anchor points forthe portion of the anti-rotation leg 1561C and the motor mount 1510.

The battery support 1575 provides rigid mechanical coupling between theaxle 1505 and the heavy battery 1512L. The battery support 1575 isattached to the axle 1505 with a pair of locknuts 1549CD. A batterysupport bracket 1576 suspends the battery 1512L from the battery support1575.

Radial and axial constraint of the hub housing 1506 and rim with respectto the axle 1505 is provided by a main hub bearing 1550. The main hubbearing 1550 is a double row angular contact bearing, similar to SKFpart #3304A. The outer diameter of the axle 1505 supports the inner raceof the main hub bearing 1550, and is attached by a slip fit, with axialcompression provided between the nut 1549B and the axle 1505. The outerrace of the main hub bearing 1550 is press fit into the inner diameterof a freewheel inner body 1529. The freewheel inner body is rigidlyattached to the center of the hub housing 1506 with several retainingscrews 1542, and retaining compound.

Rotational energy is transmitted from the drive motor 1511 to the tire1501 through a single stage gear train. Teeth in the drive pinion 1538mesh with teeth in a freewheel gear 1531. The freewheel gear 1531 isattached to the outer shell of a freewheel clutch bearing 1530. Thefreewheel clutch bearing 1530 rotates freely in one direction about thefreewheel inner body 1529. The freewheel clutch bearing 1530 locks withrespect to the freewheel inner body 1529 as the freewheel gear 1531 isdriven by the motor, thereby driving the bicycle 1519 forward. Thefreewheel clutch bearing 1530 is similar to McMaster-Carr part #6392K33.Alternatively, a conventional bicycle freewheel device may be usedinstead of the freewheel clutch bearing 1530.

Freewheel thrust bearings are required because needle roller radialbearings do not provide axial constraint. The freewheel gear 1531 isaxially constrained by a freewheel inboard thrust bearing 1556, and afreewheel outboard thrust bearing 1557. Both freewheel thrust bearingsare plain thrust bearings, composed of oil impregnated bronze, or a lowfriction plastic. The freewheel thrust bearings 1556 and 1557 are pressfit into recesses cut into the freewheel gear 1531. The inboardfreewheel thrust bearing 1556 also provides radial support of thefreewheel gear 1531, so that the freewheel clutch bearing 1530 remainsconcentric with the freewheel inner body 1529. A freewheel thrust washer1573 serves as a continuous race for the outboard freewheel thrustbearing 1557. Several springs 1592 axially preload the inboard andoutboard freewheel thrust bearings 1556 and 1557.

Rotational energy is transmitted from the shaft of the drive motor 1511to the drive pinion 1538. The drive pinion 1538 is attached to the shaftof the drive motor 1511 with a shaft coupling 1534, which may be ofhelical beam design to compensate for shaft misalignment. This couplingis similar to McMaster-Carr part #6208K5. The drive pinion 1538 includesteeth which mesh with the freewheel gear 1531. The drive pinion 1538 mayalternatively be cut from the shaft or the drive motor 1511.

The drive pinion 1538 is supported by a drive shaft bearing 1547. Thedrive shaft bearing 1547 is a needle roller bearing, similar toMcMaster-Carr part #5905K84. The drive shaft bearing 1547 providesradial, but not axial constraint to the drive pinion 1538. Axialconstraint of the drive pinion 1538 is maintained by the shaft coupling1534, and the bearings of the drive motor 1511.

Alternative variations of this version are described below.

Referring to FIG. 70, the drive motor 1511 may be an internal combustionengine, and the battery 1512LR may be a gas or liquid fuel tank.Alternatively, the drive motor 1511 may be a brush commutated electricmotor, and the motor controller 1520 may be suitable to a brushcommutated electric motor. The battery 1512LR may be a fuel cell andfuel tank. The motor controller 1520 may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 70, the anti-rotation leg 1561A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1561A.

Referring to FIG. 70, a kickstand may be attached to the bottom of thebattery 1512, such that the wheel 1500 may be stored upright,independent of the bicycle 1519. The long anti-rotation leg 1561A-G canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1561A-G, so that a user could hold the wheel 1500 with both hands, andone thumb could reach the throttle control lever 1524, while beingpulled by the wheel 1500 and wearing skates or riding a skateboard.Addition of a caliper brake to the anti-rotation leg 1561E would berequired for safety with this latter refinement.

Referring to FIG. 71, the freewheel inboard thrust bearing 1556 and thefreewheel outboard thrust bearing 1557 may be eliminated if helical gearteeth are cut into the drive pinion 1538 and the freewheel gear 1531,and the handedness of the helical teeth is chosen such that thefreewheel gear 1531 is pushed towards the right as the motor is engaged,and the freewheel gear 1531 is driven to the left as the motor isdisengaged.

Numerous drive configurations are possible using building blocksoutlined in this version. Referring to FIG. 71, note the followingalternatives:

1. A battery 1512 may be placed on either, or both, sides of the wheel1500.2. The anti-rotation leg 1561A-G may be replaced with an anti-rotationpeg, that contacts the frame close to the wheel, and a semi-autonomouscontroller or independently attached throttle control.3. A conventional freewheel and sprocket, for manual drive using aconventional chain, may be included on one side of the wheel 1500 ifinstalled in the bicycle rear wheel dropouts. The conventional freewheelwould thread on to an extension of the right side of the freewheel innerbody 1529, shown in FIG. 71, and motor drive components and batterywould be placed on the opposite side of the wheel 1500.4. A bicycle may be fitted with powered front and rear wheels, with thehighest gear ratio in the rear wheel for more efficient hill climbing.This bicycle may feature two motors and identical or different drivetram ratios.

Sixteenth Exemplary Version of the Invention (FIGS. 72-73)

The sixteenth version is similar to the fifth version, in that drivecomponents are placed on both sides of the wheel, and supported close tothe axle ends. A bridge structure over the top of the tire includeselectrical cables to carry power and information between the two sides.The bridge structure is easily separated or removed, for tire or innertube repair.

The sixteenth version departs from the thirteenth version with the useof a double row angular contact bearing to support the wheel about theaxle. A centrally supported, large flanged hub allows an axiallysymmetric spoke pattern and drive component support. The sixteenthversion departs from the fifteenth version with the use of a directdrive hub motor.

FIG. 72 shows a view of the right side of a wheel 1600 specificallyconfigured for use with a bicycle. The wheel 1600 includes a tire 1601,which contacts a pavement 1602 during normal use. The tire 1601 is astandard 700 c×32 mm. The wheel 1600 attaches to a bicycle 1619 with aquick release assembly 1603A-E, such as is found on many bicyclescurrently sold. Alternatively, nuts may be used to secure the wheel 1400to a bicycle 1419, for a more permanent installation. The tire 1601 isattached to a rim 1607 in the usual way for a tire of the indicateddimensions. The rim 1607 is similar to a standard, typically aluminumalloy, bicycle wheel rim. The rim 1607 is attached a hub housing 1606with several spokes 1668. Other components shown in this view do notrotate with the tire 1601. A brushless permanent magnet drive motor isintegral to the hub in this design.

Each side of the wheel supports a battery 1612R and 1612L (shown in FIG.73), which consists of thirty rechargeable D size cells, and provides 36total Volts and total capacity of nine Amp-hours. The individual cellslocated in the battery 1612R and 1612L are similar to model #D9000H,currently manufactured by Aero, Inc. The battery brackets 1676R and1676L are aluminum plates with sufficient stiffness and strength tosupport the respective battery, while dampening oscillations due toroughness in the pavement 1602. The battery bracket 1676R is attached toseveral aluminum cooling fin channels 1613, which strengthen the batterybracket 1676R, and remove waste heat from the drive motor and battery1612R. Thermally conductive grease is placed between the battery bracket1676R and the cooling fin channels 1613 during assembly and attachmentwith several bolts 1622. A stator support 1626 supports several statorcoils 1638 (shown in FIG. 73), and supports the battery bracket 1676R.The stator support 1626 is cast or machined from aluminum, or anothersuitably light and stiff material.

Rotation of the battery bracket 1676R in either direction, is preventedby an anti-rotation leg 1661A-G. The anti-rotation leg 1661A-G isattached to a pair of anti-rotation contact pads 1621A and 1621B. Theanti-rotation contact pads 1621AB contact the handlebar of the bicycle1619. Proper positioning of the

anti-rotation pad on any bicycle is accomplished by loosening severalwing nuts 1682A-E followed by proper adjustment and retightening.

The anti-rotation leg 1661A-G forms a bridge over the top of the tire1601. This bridge structure is required to support the cable 1666carrying electrical power and information between the two sides of thewheel 1600. In order the change a flat tire, the rider must be able toseparate or remove this bridge structure. In a manner similar to thatdescribed in the fourteenth version by FIG. 64, this may be accomplishedby removing a wing nut 1682F, so that anti-rotation leg components 1661Eand 1661D can be separated. A cable connector 1669 is also opened,splitting the cable 1666. As the anti-rotation leg 1661D is rotatedforward (out of the page), a gap forms so that the tire 1601 can beremoved. As depicted, the anti-rotation leg 1661A-G is composed mainlyof aluminum angle. Alternatively, the anti-rotation leg 1661A-G may beof tubular construction.

Control of the drive motor is accomplished with a throttle control 1623.A cable 1666 carries electrical information to and from the throttlecontrol 1623. The throttle control 1623 is attached to the anti-rotationleg 1661A, so that it is close to the bicycle handlebar. A throttlecontrol lever 1624 extends from the throttle control potentiometer, sothat the rider can reach it with the right thumb. A motor controller1620 uses the signal from the throttle control to control the drivemotor output speed, power or torque. The motor controller 1620 is apulse width modulated controller. The throttle control lever 1624 isspring loaded, so that it returns to the unpowered state as the thumb isremoved. As the rider uses the hand to apply the brakes, the thumb isalmost necessarily removed from the throttle control.

FIG. 73 is a removed cross sectional view A-A of the wheel of FIG. 72.Since this section faces the rear of the bicycle, items on the rider'sright appear on the left side of this drawing. This view shows how thehub housing 1606 is journaled about the axle 1605. Drivetrain componentsare also depicted.

Note that the several spokes 1668 are arranged in a symmetricconfiguration, to make room for drive components on the either side ofthe wheel 1600. The entire assembly is narrow enough to fit standardbicycles without modification. An axle 1605 is sized according tostandard dimensions, and fits into the standard bicycle fork dropout.

The quick release assembly 1603A-E functions in the usual way.Compression between the quick release assembly part 1603A and a leftouter locknut 1649D rigidly attaches the wheel 1600 to a bicycle forkdropout, with the end of the axle 1605, fitting into the dropout. Thequick release assembly part 1603E serves a similar function on the rightside of the wheel 1600.

The axle 1605 supports main hub bearing 1650. The axle 1605 is alsoattached to a stator support 1626 and a battery support 1675. The statorsupport 1626 is attached to a battery bracket 1676R. The stator support1626 provides rigid mechanical coupling between the axle 1605 and thebattery bracket 1676R. The stator support 1626 is attached to the axle1605 with a pair of locknuts 1649AB. Several threaded inserts 1672placed in the stator support 1626 provide anchor points for theanti-rotation leg 1661A-G and the battery bracket 1676R.

The battery support 1675 provides rigid mechanical coupling between theaxle 1605 and the heavy battery 1612L. The battery support 1675 isattached to the axle 1605 with a pair of locknuts 1649CD. A batterysupport bracket 1676 suspends the battery 1612L from the battery support1675.

Radial and axial constraint of the hub housing 1606 and rim with respectto the axle 1605 is provided by a main hub bearing 1650. The main hubbearing 1650 is a double row angular contact bearing, similar to SKFpart #3304A. The outer diameter of the axle 1605 supports the inner raceof the main hub bearing 1650, and is attached by a slip fit, with axialcompression provided between the nut 1649B and the axle 1605. The outerrace of the main hub bearing 1650 is press fit into the inner diameterof a freewheel inner body 1629. The freewheel inner body is rigidlyattached to the center of the hub housing 1606 with several retainingscrews 1642, and retaining compound.

Rotational energy is transmitted from the drive motor to the tire 1601through a rotor 1631. The rotor 1631 supports several permanent magnets1634 such that a radial air gap exists between the permanent magnets1634 and the stator coils 1638. The rotor is concentrically attached tothe outer shell of a freewheel clutch bearing 1630. The freewheel clutchbearing 1630 rotates freely in one direction about the freewheel innerbody 1629. The freewheel clutch bearing 1630 locks with respect to thefreewheel inner body 1629 as the rotor 1631 is driven by force betweenthe permanent magnets 1634 and the stator field coils 1638, therebydriving the bicycle 1619 forward. The freewheel clutch bearing 1630 issimilar to McMaster-Carr part #6392K33. Alternatively, a conventionalbicycle freewheel device may be used instead of the freewheel clutchbearing 1630.

Freewheel thrust bearings are required because needle roller radialbearings do not provide axial constraint. The rotor 1631 is axiallyconstrained by a freewheel inboard thrust bearing 1656, and a freewheeloutboard thrust bearing 1657. Both freewheel thrust bearings are plainthrust bearings, composed of oil impregnated bronze, or a low frictionplastic. The freewheel thrust bearings 1656 and 1657 are press fit intorecesses cut into the rotor 1631. The inboard freewheel thrust bearing1656 also provides radial support of the rotor 1631, so that thefreewheel clutch bearing 1630 remains concentric with the freewheelinner body 1629. A freewheel thrust washer 1673 serves as a continuousrace for the outboard freewheel thrust bearing 1657. Several springs1692 axially preload the inboard and outboard freewheel thrust bearings1656 and 1657.

Modifications to the Sixteenth Version

Referring to FIG. 72, the drive motor may be a brush commutated electricmotor, and the motor controller 1620 may be suitable to a brushcommutated electric motor. The battery 1612LR may be a fuel cell andfuel tank. The motor controller 1620 may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 72, the anti-rotation leg 1661A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1661A.

Referring to FIG. 72, a kickstand may be attached to the bottom of thebattery 1612, such that the wheel 1600 may be stored upright,independent of the bicycle 1619. The long anti-rotation leg 1661A-G canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1661A-G, so that a user could hold the wheel 1600 with both hands, andone thumb could reach the throttle control lever 1624, while beingpulled by the wheel 1600 and wearing skates or riding a skateboard.Addition of a caliper brake to the anti-rotation leg 1661E would berequired for safety with this latter refinement.

Numerous drive configurations are possible using building blocksoutlined in this version. Referring to FIG. 73, note the followingalternatives:

1. A battery 1612 may be placed on either, or both, sides of the wheel1600.2. The anti-rotation leg 1661A-G may be replaced with an anti-rotationpeg, that contacts the frame close to the wheel, and a semi-autonomouscontroller or independently attached throttle control.3. A conventional freewheel and sprocket, for manual drive using aconventional chain, may be included on one side of the wheel 1600 ifinstalled in the bicycle rear wheel dropouts. The conventional freewheelwould thread on to an extension of the right side of the freewheel innerbody 1629, shown in FIG. 73, and motor drive components and batterywould be placed on the opposite side of the wheel 1600.4. A bicycle may be fitted with powered front and rear wheels, with thehighest gear ratio in the rear wheel for more efficient hill climbing.This bicycle may feature two motors and identical or different drivetrain ratios.

Seventeenth Exemplary Version of the Invention (FIGS. 74-79)

The seventeenth version is similar to the fifth version, in that drivecomponents are placed on both sides of the wheel, and supported close tothe axle ends. A bridge structure over the top of the tire includeselectrical cables to carry power and information between the two sides.The bridge structure is easily separated or removed, for tire or innertube repair.

The seventeenth version is similar to the fifteenth version, with theuse of a double row angular contact bearing to support the wheel aboutthe axle. A centrally supported, large flanged hub allows an axiallysymmetric spoke pattern and drive component support. The seventeenthversion departs from the fifteenth version in that the drive gear(s) arejournaled directly about the axle, and with the use of a two speedgeartrain.

FIG. 74 shows a view of the right side of a wheel 1700 specificallyconfigured for use with a bicycle. The wheel 1700 includes a tire 1701,which contacts a pavement 1702 during normal use. The tire 1701 is astandard 700 c×32 mm. The wheel 1700 attaches to a bicycle 1719 with aquick release assembly 1703A-E, such as is found on many bicyclescurrently sold. Alternatively, nuts may be used to secure the wheel 1700to a bicycle 1719, for a more permanent installation. The tire 1701 isattached to a rim 1707 in the usual way for a tire of the indicateddimensions. The rim 1707 is similar to a standard, typically aluminumalloy, bicycle wheel rim. The rim 1707 is attached a hub housing 1706with several spokes 1768. Other components shown in this view do notrotate with the tire 1701.

A motor mount 1710 supports the active elements of the wheel 1700 whichprovide propulsion. The motor mount 1710 supports a drive motor 1711,which is a compact NdBFe permanent magnet motor capable of providing 615Watts of continuous output power, at about 88% system efficiency at 3175rpm. The drive motor 1711 in this embodiment is similar to a brushlessmotor, “Extended 4 inch”, currently manufactured by Transmagnetics(www.Transmag.com). The right side of the wheel supports a battery1712R, which consists of thirty rechargeable cells, and provides 36total Volts and total capacity of nine Amp-hours. The motor mount 1710is an aluminum plate with sufficient stiffness and strength to supportthe powerful drive motor 1711, while dampening oscillations due toroughness in the pavement 1702. The motor mount 1710 is attached toseveral aluminum cooling fin channels 1713, which strengthen the motormount 1710, and remove waste heat from the drive motor 1711. Thermallyconductive grease is placed between the drive motor 1711, motor mount1710, and the cooling fin channels 1713 during assembly and attachmentwith several bolts 1722. A drive support 1726 covers the drivetransmission, and supports the motor mount 1710. The drive support 1726is cast or machined from aluminum, or another suitably light and stiffmaterial.

Rotation of the motor mount 1710 in either direction, is prevented by ananti-rotation leg 1761A-E. The anti-rotation leg 1761A-E is attached toa pair of anti-rotation contact pads 1721A and 1721B. The anti-rotationcontact pads 1721AB contact the handlebar of the bicycle 1719. Properpositioning of the anti-rotation pad on any bicycle is accomplished byloosening several wing nuts 1782A-F followed by proper adjustment andretightening.

Control of the drive motor 1711 is accomplished with a throttle control1723. A cable 1766 carries electrical information to and from thethrottle control 1723. The throttle control 1723 is attached to theanti-rotation leg 1761A, so that it is close to the bicycle handlebar. Athrottle control lever 1724 extends from the throttle controlpotentiometer, so that the rider can reach it with the right thumb. Amotor controller 1720 uses the signal from the throttle control tocontrol the drive motor 1711 output speed, power or torque. The motorcontroller 1720 is a pulse width modulated controller, similar to modelscurrently available from Transmagnetics (www.transmag.com). The throttlecontrol lever 1724 is spring loaded, so that it returns to the unpoweredstate as the thumb is removed. As the rider uses the hand to apply thebrakes, the thumb is almost necessarily removed from the throttlecontrol.

FIG. 75 shows an end view of the wheel 1700. Note that the severalspokes 1768 are arranged in a symmetric configuration, to make room fordrive components on the either side of the wheel 1700. The entireassembly is narrow enough to fit standard bicycles without modification.An axle 1705 is sized according to standard dimensions, and fits intothe standard bicycle fork dropout. Several locknuts 1749A-D hold thedrive components and wheel bearings onto the axle 1705.

The quick release assembly 1703A-E functions in the usual way.Compression between the quick release assembly part 1703B and the leftouter locknut 1749B rigidly attaches the wheel 1700 to a bicycle forkdropout, with the end of the axle 1705, fitting into the dropout. Thequick release assembly part 1703E serves a similar function on the rightside of the wheel 1700.

The anti-rotation leg 1761A-E forms a bridge over the top of the tire1701. This bridge structure is required to support the cable 1766carrying electrical power and information between the two sides of thewheel 1700. In order the change a flat tire, the rider must be able toseparate or remove this bridge structure. This may be accomplished byremoving a wing nut 1782F, so that anti-rotation leg components 1761Eand 1761D can be separated. A cable connector 1769 is also opened,splitting the cable 1766. As the anti-rotation leg 1761D is rotatedforward (out of the page), a gap forms so that the tire 1701 can beremoved. As depicted, the anti-rotation leg 1761A-E is composed mainlyof aluminum angle. Alternatively, the anti-rotation leg 1761A-E may beof tubular construction.

The axle 1705 supports hub bearings, as will be shown in FIG. 76. Theaxle 1705 is also attached to a drive support 1726 and a left batterysupport 1775. The drive support 1726 is attached to a motor mount 1710.A motor mount standoff 1753 provides an aft attachment point between themotor mount 1710 and the drive support 1726. The left battery support1775 is bolted to a section of the anti-rotation leg 1761D. A leftbattery bracket 1776 is bolted to the left battery support 1775, andthese parts support the battery 1712L through a cooling fin channel1713. The battery 1712R is supported by the motor mount 1710 and acooling fin channel 1713.

FIG. 76 is a removed cross sectional view A-A of the wheel of FIG. 74.Since this section faces the rear of the bicycle, items on the rider'sright appear on the left side of this drawing. This view shows how thehub housing 1706 is journaled about the axle 1705. Drivetrain componentsare also depicted. The two speed ratios between the drive pinion 1738and the hub housing 1706 are approximately 10 and 14. These ratios arechosen for optimum motor efficiency in powering a bicycle at the 7 to 28mile per hour speed range on level pavement, with the four inchTransmagnetics motor.

Note that the several spokes 1768 are arranged in a symmetricconfiguration, to make room for drive components on the either side ofthe wheel 1700. The entire assembly is narrow enough to fit standardbicycles without modification. The axle 1705 is sized according tostandard dimensions, and fits into the standard bicycle fork dropout.

The axle 1705 supports main hub bearing 1750. The steel axle 1705 isalso attached to an aluminum drive support 1726 and a battery support1775. The drive support 1726 is attached to a motor mount 1710. Thedrive support 1726 provides rigid mechanical coupling between the axle1705 and the motor mount 1710. The drive support 1726 is attached to theaxle 1705 with the pair of locknuts 1749AB. Several threaded inserts1772 placed in the drive support 1726 provide anchor points for theportion of the anti-rotation leg 1761C and the motor mount 1710.

The left battery support 1775 provides rigid mechanical coupling betweenthe axle 1705 and the heavy battery 1712L. The left battery support 1775is attached to the axle 1705 with the pair of locknuts 1749CD. The leftbattery bracket 1776 suspends the battery 1712L from the left batterysupport 1775.

Radial and axial constraint of the hub housing 1706 and rim with respectto the axle 1705 is provided by a main hub bearing 1750. The main hubbearing 1750 is a double row angular contact bearing, similar to SKFpart #3304A. The outer diameter of the axle 1705 supports the inner raceof the main hub bearing 1750, and is attached by a slip fit, with axialcompression provided between the nut 1749B and the axle 1705. The outerrace of the main hub bearing 1750 is slip fit into the inner diameter ofa freewheel inner body 1729. The freewheel inner body is rigidlyattached to the center of the hub housing 1706 with several retainingscrews 1742, and retaining compound.

Rotational energy is transmitted from the shaft of the drive motor 1711to a drive pinion 1738. The drive pinion 1738 is attached to the shaftof the drive motor 1711 with a shaft coupling 1734, which may be ofhelical beam design to compensate for shaft misalignment. This couplingis similar to McMaster-Carr part #6208K5. The drive pinion 1738 mayalternatively be cut from the shaft of the drive motor 1711.

The drive pinion 1738 is supported by a drive shaft bearing 1747. Thedrive shaft bearing 1747 is a needle roller bearing, similar toMcMaster-Carr part #5905K84. The drive shaft bearing 1747 providesradial, but not axial constraint to the drive pinion 1738. Axialconstraint of the drive pinion 1738 is maintained by the shaft coupling1734, and the bearings of the drive motor 1711.

Rotational energy is transmitted from the drive motor 1711 to the tire1701 through a two speed gear train. Teeth in the drive pinion 1738 meshwith teeth in an outer gear 1731. The outer gear 1731 is journaled aboutthe axle 1705 by an outer gear bearing 1796. The outer gear 1731includes internal teeth which mesh with teeth in one or more planetgears 1784. The planet gear also meshes with teeth in a sun gear 1785.The sun gear is rotationally fixed to, or may be part of, the axle 1705.The axle 1705 includes a radially asymmetric extension in the left end,which locks into the left battery support 1775, thereby preventing theaxle 1705 from turning due to torque applied to the sun gear 1785. Theplanet gear is journaled about a planet shaft 1782 by a pair of planetgear bearings 1783. The planet shaft is press fit into a planet carrier1780. The planet carrier 1780 is journaled about the axle 1705 by aplanet carrier bearing 1781. Note that the pitch diameter of the innerteeth of the outer gear 1731 equals the pitch diameter of the sun gear1785 plus twice the pitch diameter of the planet gear 1784. The planetcarrier 1780 spins about the axle 1705 at a slower rate than the outergear 1731. The ratio between these rates is the sum of the pitchdiameters of the sun gear 1785 and the internal teeth of the outer gear1731, divided by the pitch diameter of the internal teeth of the outergear 1731. This ratio is about 1.37 as depicted here.

The hub housing 1706 locks with respect to either the outer gear 1731,or the planet carrier 1780 as the outer gear 1731 is driven by themotor, thereby driving the bicycle 1719 forward. This locking isprovided by one of more pawls 1733. These spring loaded pawls 1733engage ratchet teeth cut into an outer gear ratchet wheel 1732, or theouter diameter of the planet carrier 1780. The outer gear ratchet wheelis press fit into the outer gear 1731. The pawls 1733 allow freewheelingwhen the drive motor 1711 is idle, since the shape of the ratchet teethis similar to that commonly found in bicycle freewheels currently inuse. As will be shown in more clearly in FIG. 77, the pawls 1733 arerotationally coupled to the freewheel inner body 1729, but allowed toslide radially outward as the rotational velocity of the wheelincreases, so that the inner surfaces of the pawls 1733 engage theplanet carrier 1780 at low speeds, and the outer surfaces of the pawls1733 engage the outer gear ratchet wheel 1732 at high speeds.

FIG. 77 is an end view of the automatic clutch assembly of the wheel ofFIG. 74. The outer gear 1731 has been removed, but the outer gearratchet wheel 1732 is left in place to show its relation to the pawls1733. The pawls 1733 rotate about corresponding pawl pivot pins 1778.The pawl pivot pins 1778 are press fit into the freewheel inner body1729. A one or more pawl torsion springs 1777 force the pawls 1733radially inward, maintaining contact between the pawls 1733 and theouter diameter of the planet carrier 1780 at low speeds. The pawltorsion springs wrap around the pawl pivot pins 1778, and the springends fit into holes bored into the pawls 1733 and the freewheel innerbody 1729. The outer gear ratchet wheel 1732, outer diameter of theplanet carrier 1780, and the pawls 1733 are shaped to securely engagethe pawls 1733 whenever torque is applied by the drive motor 1711.

The shifting procedure for this version is to slow the drive motor justafter accelerating to shifting speed in the lower gear. This releasesthe pawls 1733 from contact with the outer diameter of the planetcarrier 1780, and allows them to contact and engage the outer gearratchet wheel 1732 when the drive motor is revved up again. Downshiftingautomatically occurs when the rider slows without driving the motor.

FIG. 78 is a side view of a battery compartment, with access panelremoved, of the wheel of FIG. 74. An upper battery case channel 1786 iscomposed of aluminum, and is attached to a cooling fin channel 1713, asshown in FIG. 76. A forward support column 1793, and an aft supportcolumn 1792 is bolted to the upper battery case channel, and a lowerbattery case channel 1787. Several cylindrical battery cells 1794 areglued together with an electrically insulating adhesive in a hexagonalclose packed geometry. The battery cells 1794 are glued with theinsulating adhesive to upper and lower cell support channels 1788 and1789. An aft battery case wall 1790 encloses the battery case aft end. Aforward battery case wall 1791 encloses the battery case forward end.Several battery springs 1795 support the upper and lower cell supportchannels 1788 and 1789 between the upper and lower battery case channels1786 and 1787. Several foam dampening elements 1797 serve to dampenoscillations of the battery springs 1795. The foam dampening elementsare located adjacent some of the battery springs 1795, where theyundergo the same compression.

FIG. 79 is a top view of the inside of the battery compartment of thewheel of FIG. 74. Slots cut into the upper (and lower) cell supportchannel 1788 (and 1789), so that they are free to slide on the forward(and aft) support column 1793 (and 1792), both vertically andhorizontally, but constrained from movement into or out of the pagecontaining FIG. 78. In this manner, the battery is shock mounted, butcannot twist about the vertical axis, and oscillations of the batterymass are not coupled to the bicycle steering axis. Thus, shimmy of thebicycle steering column is not increased by the added battery mass.

Modifications to the Seventeenth Version

Referring to FIG. 74, the drive motor 1711 may be an internal combustionengine, and the battery 1712LR may be a gas or liquid fuel tank.Alternatively, the drive motor 1711 may be a brush commutated electricmotor, and the motor controller 1720 may be suitable to a brushcommutated electric motor. The battery 1712LR may be a fuel cell andfuel tank. The motor controller 1720 may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 74, the anti-rotation leg 1761A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1761A.

Referring to FIG. 74, a kickstand may be attached to the bottom of thebattery 1712R, such that the wheel 1700 may be stored upright,independent of the bicycle 1719. The long anti-rotation leg 1761A-E canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1761A-E, so that a user could hold the wheel 1700 with both hands, andone thumb could reach the throttle control lever 1724, while beingpulled by the wheel 1700 and wearing skates or riding a skateboard.Addition of a caliper brake to the anti-rotation leg 1761E would berequired for safety with this latter refinement.

Numerous drive configurations are possible using building blocksoutlined in this version. Referring to FIG. 76, note the followingalternatives:

1. A battery 1712 may be placed on either, or both, sides of the wheel1700.2. The anti-rotation leg 1761A-E may be replaced with an anti-rotationpeg, that contacts the frame close to the wheel, and a semi-autonomouscontroller or independently attached throttle control.3. A conventional freewheel and sprocket, for manual drive using aconventional chain, may be included on one side of the wheel 1700 ifinstalled in the bicycle rear wheel dropouts. The conventional freewheelwould thread on to an extension of the right side of the freewheel innerbody 1729, shown in FIG. 76, and motor drive components and batterywould be placed on the opposite side of the wheel 1700.4. A bicycle may be fitted with powered front and rear wheels, with thehighest gear ratio in the rear wheel for more efficient hill climbing.This bicycle may feature two motors and identical or different drivetrain ratios.5. This version may be used with a direct drive hub motor, as describedin the sixteenth version. The sixteenth version shows the motor rotor1631 journaled about the freewheel inner body 1629, through a clutchbearing 1630. Incorporating the arrangement described in the seventeenthversion, the motor rotor may be journaled directly about the axle by abearing similar to the outer gear bearing 1796, and rotationally coupledto the wheel hub housing by a freewheeling pawl and ratchet wheelarrangement. Either single speed or two speed versions can be builtusing this configuration.6. This version may be used with a single stage (and single speed) geartrain, similar the that described in the fifteenth version. Thefifteenth version shows the freewheel gear 1531 journaled about thefreewheel inner body 1529, through a clutch bearing 1530. Incorporatingthe arrangement described in the seventeenth version, the freewheel gear1531 may be journaled directly about the axle by a bearing similar tothe outer gear bearing 1796, and rotationally coupled to the wheel hubhousing by a freewheeling pawl and ratchet wheel arrangement.

Eighteenth Exemplary Version of the Invention (FIG. 80)

The eighteenth version may incorporate elements of any of the previousversions, with the addition of an energy storage device such as abattery or fuel cell assembly that is attached to a bicycle adjacenteither side of the rear wheel.

FIG. 80 is an external view of the right side of a standard bicycle 1801fitted with propulsion accessories. The bicycle 1801 is shaded in thisfigure, to distinguish it from the propulsion accessories. A front wheeldrive system 1802 attaches the bicycle fork as described in previousembodiments. Although a front wheel drive system similar to version 17is depicted, any of the versions described in the attached material maybe substituted.

A rear mounted battery 1804LR consists of two halves placed on eitherside of a rear pannier rack 1803, so that 1804L is hidden in this view.The two halves of the rear mounted battery 1804L and 1804R are attachedto each other by a support plate 1810. The support plate is attached toa rear pannier rack 1803 by several wing nuts 1805. Alternatively,bungee cords or tamper resistant fasteners may be used to secure therear battery assembly to the rear pannier rack 1803. A handle 1806enables easy transportation of the rear battery assembly. A short powercable 1811 electrically connects battery cells in the two rear mountedbatteries 1804L and 1804R. A long power cable 1807 connects the rearmounted batteries 1804LR to the front wheel drive system 1802. The longpower cable is secured to the bicycle frame with several removablestraps 1809. The removable straps 1809 are Velcro, other similarmaterial, or cable ties.

The rear mounted battery 1804LR may be used to furnish auxiliary powerfor longer rides, and may be omitted on shorter trips. Alternatively,the battery attached to the front wheel drive assembly 1802 (identifiedas 1712LR in the attached material) may be omitted entirely. Analternative battery mount can be attached to the bicycle frame, near thebottom bracket, resulting in a low center of gravity for the added mass.

Nineteenth Exemplary Version of the Invention (FIGS. 81-83)

The nineteenth version is similar to the eleventh version, in that ananti-rotation leg contacts the bicycle handlebar, preventing rotation ofthe motor assembly as it drives the wheel. The nineteenth version issimilar to the second version, with the use of a friction drive rollermounted on a pivot to increase drive roller contact force as the motordrives the wheel. The nineteenth version departs from other versions inthat the friction drive roller contacts the bicycle tire.

FIG. 81 shows a view of the right side of a wheel 1900 specificallyconfigured for use with a bicycle. The wheel 1900 includes a tire 1901,which contacts a pavement 1902 during normal use. Alternatively, thepavement 1902 may be replaced by an off-road surface at the rider'sdiscretion. The tire 1901 is a standard 700 c×32 mm. Other tiredimensions will be suitable for various types of bicycles andconditions, and may be alternatively used, but the dimensions indicatedabove are currently most common. The wheel 1900 attaches to a bicycle1919 with a quick release assembly 1903A-E, such as is found on manybicycles currently sold. Alternatively, nuts may be used to secure thewheel 1900 to a bicycle 1919, for a more permanent installation. Thetire 1901 is attached to a rim 1907 in the usual way for a tire of theindicated dimensions. The rim 1907 is similar to a standard, typicallyaluminum alloy, bicycle wheel rim. The rim 1907 is attached a hubhousing 1906 with several spokes 1968.

A motor mount 1910 supports the mechanically active elements of thewheel 1900 which provide propulsion. The motor mount 1910 supports adrive motor 1911 (shown in FIG. 82), which is a compact NdBFe permanentmagnet motor capable of providing 615 Watts of continuous output power,at about 88% system efficiency at 3175 rpm. The drive motor 1911 in thisembodiment is similar to a brushless motor, “Extended 4 inch”, currentlymanufactured by Transmagnetics (www.Transmag.com). The right side of thewheel supports a battery 1912, which consists of thirty rechargeablecells, and provides 36 total Volts and total capacity of nine Amp-hours.The battery 1912 is suspended by a battery support 1975, which isattached to the non-rotating central portion of the hub housing 1906.The battery support 1975 is composed of aluminum, but may be any othermaterial chosen for high strength and low weight. The motor mount 1910is an aluminum plate or other material with high thermal conductivityand sufficient stiffness and strength to support the powerful drivemotor 1911, while dampening oscillations due to roughness in thepavement 1902.

Rotation of the motor mount 1910 in either direction about the wheelaxle, due to application of motor power or drag from freewheel actionwhile coasting, is prevented by an anti-rotation leg 1961A and 1961B.The anti-rotation leg 1961AB is attached to a pair of anti-rotationcontact pads 1921A and 1921B. The anti-rotation contact pads 1921AB arecomposed of hard rubber or similar material, and contact the handlebarof the bicycle 1919. The tops of the anti-rotation contact pads 1921ABare tapered, to minimize any adjustment that may be required to fitvarious bicycle handlebar diameters. The anti-rotation leg 1961AB isfabricated from aluminum structural tubing, similar to McMaster Carr#4699T21. Sections of the anti-rotation leg 1961AB are connectedtogether by a anti-rotation leg crossover 1962, similar to McMaster Can#4698T23. Proper positioning of the anti-rotation pads 1921AB on anybicycle is accomplished by loosening several anti-rotation leg setscrews 1982 followed by proper adjustment and retightening.Alternatively, the anti-rotation leg crossover 1962 may incorporate asplit cylindrical design and hand actuated quick release levers forsimple adjustment without the aid of tools. The bottom of theanti-rotation leg 1961AB is attached to the battery support 1975 by ananti-rotation leg support flange 1963, which is similar to McMaster Can#4698T213.

The motor mount 1910 is allowed to rotate about a fixed pivot support1933, so that as the motor 1911 drives the tire 1901 clockwise, themotor mount moves clockwise, forcing a drive roller tire 1932 into moreintimate contact with the tire 1901. The rider may adjust the height ofthe fixed pivot support 1933 for optimum pivot contact angle. Asdescribed in the second version, the optimum pivot contact angle dependson the coefficient of friction between the drive roller and the surfacebeing driven. Because this coefficient of friction depends strongly onvariable surface conditions due to dust, moisture, and wear, it may benecessary to change the pivot contact angle. A pivot fixture bolt 1984Rclamps the fixed pivot support to the anti-rotation leg 1961B. Tofacilitate this clamping, the fixed pivot support 1933 is partially cutin a plane perpendicular to the pivot fixture bolt 1984R and passingthrough the long axis of the anti-rotation leg 1961A. The fixed pivotsupport 1933 is composed of aluminum, but may be plastic or other lowdensity, high strength material. The drive roller tire 1932 is glued tothe outer circumferential surface of a drive roller 1931. The driveroller tire 1932 is rubber, but may be composed of another materialchosen for high coefficient of friction. The drive roller 1931 iscomposed of aluminum, but may be fabricated from another low density,high strength material. The drive roller 1931 is secured to the shaft ofthe motor 1911 by a drive roller retaining bolt 1937, with axialcompression supplied by a drive belleville washer 1937. A clutch bearinginside the drive roller provides freewheel action, as will be shown inFIG. 83.

Control of the drive motor 1911 is accomplished with a throttle control1923. A cable 1966AB carries electrical information and power to andfrom the throttle control 1923. The throttle control 1923 is attached tothe anti-rotation leg 1961A, by a panel connector similar to McMasterCarr #4698T151 (not shown), so that it is close to the bicyclehandlebar. A throttle control lever 1924 extends from the throttlecontrol potentiometer, so that the rider can reach it with the rightthumb. The throttle control lever 1924 is spring loaded, so that itreturns to the unpowered state as the thumb is removed. As the rideruses the hand to apply the brakes, the thumb is almost necessarilyremoved from the throttle control. Alternatively, the throttle control1923 may be secured to the anti-rotation leg 1961A by an adjustable armor “gooseneck” section to accommodate other handlebar styles. Thethrottle control 1923 may include a momentary contact “kill switch”capable of disabling the motor through a latching relay. Restarting themotor would require pushing a “start” button or turning a keyswitch.

FIG. 82 shows an end view of the wheel 1900. Note that a small diameterhub housing 1906 is used, and the spoke pattern is dished to accommodatedrive component support on the right side only. Alternatively, theseveral spokes 1968 may be arranged in a symmetric configuration, and alarger diameter hub housing may be used, similar to that in theseventeenth version, allowing room for a battery on the either side ofthe wheel 1900. The entire assembly is narrow enough to fit standardbicycles without modification. An axle 1905 is sized according tostandard dimensions, and fits into the standard bicycle fork dropout.Several locknuts 1949A-F hold the drive components and wheel bearingsonto the axle 1905.

A motor controller 1920 uses the signal from the throttle control tocontrol the drive motor 1911 output speed, power or torque. The motorcontroller 1920 is a pulse width modulated controller, similar to modelscurrently available from Transmagnetics (www.transmag.com).

The quick release assembly 1903A-E functions in the usual way.Compression between the quick release assembly part 1903B and the leftouter locknut 1949D rigidly attaches the wheel 1900 to a bicycle forkdropout, with the end of the axle 1905, fitting into the dropout. Thequick release assembly part 1903E serves a similar function on the rightside of the wheel 1900. The battery support 1975 provides rigidmechanical coupling between the axle 1905 and the heavy battery 1912.The battery support 1975 is attached to the axle 1905 between the pairof locknuts 1949AB and the pair of locknuts 1949EF. The battery support1975 is bolted to a section of the anti-rotation leg 1961B.

The axle 1905 supports hub bearings, which are of the conventional coneand cup bearing design most commonly used in bicycle wheels.Alternatively, a double row angular contact bearing described inprevious embodiments may be used with a larger diameter hub.

A rotating pivot support 1983 rotates about the cylindrical axis of thefixed pivot support 1933, and is attached to the motor mount 1910. Apivot torsion spring 1985 forces the motor mount 1910 towards the tire1901, dampening any oscillations that may occur as the drive roller tire1932 bounces on the tire 1901 while traveling on rough or unevenpavement 1902. The pivot torsion spring is similar to, but may be largerthan, McMaster Carr #9287K105.

In order the change a flat tire, the rider must lift the motor mount1910 so that the drive roller tire 1932 is not in contact with the tire1901. The motor mount 1910 is attached to several aluminum cooling finchannels 1913, which strengthen the motor mount 1910, and remove wasteheat from the drive motor 1911. Thermally conductive grease is placedbetween the drive motor 1911, motor mount 1910, and the cooling finchannels 1913 during assembly and attachment with several bolts 1922.

FIG. 83 is a removed sectional view A-A, showing the drive components ofthe wheel of FIG. 81. Details shown indicate how the motor mount 1910swings about the fixed pivot support 1933, and how the drive motor 1911transfers rotational energy to the drive roller 1931.

The motor mount 1910 is secured to the rotating pivot support 1983 byseveral pivot fixture support bolts 1984L. The rotating pivot support isjournaled about the pivot shoulder bolt 1978 by a pivot sleeve bearing1981. The pivot sleeve bearing is composed of bearing bronze or othersuitable plain bearing material. Axial constraint of the rotating pivotsupport is provided by a pair of pivot thrust bearings 1979LR, incontact with several pivot flat washers 1980A-C. The pivot thrustbearings 1979LR are composed of bearing bronze or other suitable plainbearing material. The pivot shoulder bolt is secured to the fixed pivotsupport 1933 by threads that are fixtured with a threadlocking compoundsimilar to products currently manufactured by Loctite. Other pivotbearing arrangements will be apparent to those skilled in the art, andmay include rolling elements.

The drive roller 1931 is journaled about a motor shaft 1938 by a clutchbearing 1929, so that the drive roller 1931 will spin without turningthe motor shaft 1938 as the tire 1901 rotates clockwise while the motoris unpowered. The clutch bearing 1929 locks onto the motor shaft 1938 asit is driven counterclockwise by the motor 1911. The clutch bearing 1929is similar to INA #HFL1626. Alternatively, a pawl and ratchet assemblymay provide a functionally similar freewheel clutch action. A pair ofdrive thrust bearings 1935LR axially retains the drive roller 1931 onthe motor shaft 1938. The drive thrust bearings 1935LR are press fitinto steps cut into the ends of the drive roller 1931, and contact apair of drive flat washers 1934LR. The drive flat washer 1934L contactsthe motor mount 1910 on the left side of the drive roller 1931. Thedrive flat washer 1934R contacts the drive belleville washer 1936 on theright side of the drive roller 1931. The drive roller retaining bolt1937 retains the drive roller assembly on the motor shaft 1938.Alternatively, a collar clamp secured to the end of the motor shaft 1938may provide a similar retaining function. Other drive bearingarrangements will be apparent to those skilled in the art.

Modifications to the Nineteenth Version

Referring to FIG. 81, the drive motor 1911 may be an internal combustionengine, and the battery 1912 may be a gas or liquid fuel tank. Aninternal combustion engine may require a clutch to allow the motor torun without necessarily driving the wheel, a starter system, andcontrols for both. Internal combustion engine clutches and starters arewell developed, and adaptation to this and other versions will beapparent to those skilled in the art. Alternatively, the drive motor1911 may be a brush commutated electric motor, and the motor controller1920 may be suitable to a brush commutated electric motor. The battery1912 may be a fuel cell and fuel tank, or one of many available batterychemistries, such as lead-acid, nickel-cadmium, lithium ion, zinc-air,or others. The motor controller 1920 may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 81, the anti-rotation leg 1961A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 1961A.

Referring to FIG. 81, a kickstand may be attached to the bottom of thebattery 1912R, such that the wheel 1900 may be stored upright,independent of the bicycle 1919. The long anti-rotation leg 1961A-E canalso function as a handle, to move the wheel independently of thebicycle. A pair of handles may be attached to the anti-rotation leg1961A-E, so that a user could hold the wheel 1900 with both hands, andone thumb could reach the throttle control lever 1924, while beingpulled by the wheel 1900 and wearing skates, or riding a skateboard orwheelchair. Addition of a caliper brake to the anti-rotation leg 1961Ewould be required for safety with this latter refinement.

Referring to FIG. 82, note that the battery 1912 may be placed oneither, or both, sides of the wheel 1900.

Referring to FIG. 83, a two speed version can be built using thisconfiguration and a planetary gear arrangement as described in theseventeenth version, to connect the motor 1911 to the drive roller 1931.Also referring to FIG. 83, the function of the drive clutch bearing maybe replaced by a rider accessible mechanical lever that disengages thedrive roller tire 1933 from the tire 1901, and temporarily locks intoplace.

Twentieth Exemplary Version of the Invention (FIGS. 84-86)

The twentieth version is similar to the nineteenth version in that afriction drive roller contacts the bicycle tire. The twentieth versionis similar to the eleventh version, in that an anti-rotation legcontacts the bicycle handlebar, preventing rotation of the motorassembly as it drives the wheel. The twentieth version is similar to thesecond version, with the use of a friction drive roller mounted on apivot to increase drive roller contact force as the motor drives thewheel. The twentieth version departs from other versions in that thefriction drive roller contacting the bicycle tire is an idler (wedge)roller located between the motor drive roller and bicycle tire. This newversion improves upon mechanical efficiency by reducing transmissionclutch mass and increasing the diameter of the roller driving thecompressible pneumatic tire, and upon manufacturability by eliminatingthe need for a clutch bearing.

FIG. 84 shows a view of the right side of a wheel 2000 specificallyconfigured for use with a bicycle. The wheel 2000 includes a tire 2001,which contacts a pavement 2002 during normal use. Alternatively, thepavement 2002 may be replaced by an off-road surface at the rider'sdiscretion. The tire 2001 is a standard 700 c×32 mm. Other tiredimensions will be suitable for various types of bicycles andconditions, and may be alternatively used, but the dimensions indicatedabove are currently most common. The wheel 2000 attaches to a bicycle2019 with a quick release assembly 2003A-E, such as is found on manybicycles currently sold. Alternatively, nuts may be used to secure thewheel 2000 to a bicycle 2019, for a more permanent installation. Thetire 2001 is attached to a rim 2007 in the usual way for a tire of theindicated dimensions. The rim 2007 is similar to a standard, typicallyaluminum alloy, bicycle wheel rim. The rim 2007 is attached a hubhousing 2006 with several spokes 2068.

A motor mount 2010 supports the mechanically active elements of thewheel 2000 which provide propulsion. The motor mount 2010 supports adrive motor 2011 (shown in FIG. 85), which is a compact NdBFe permanentmagnet motor capable of providing 615 Watts of continuous output power,at about 88% system efficiency at 3175 rpm. The drive motor 2011 in thisembodiment is similar to a brushless motor, “Extended 4 inch”, currentlymanufactured by Transmagnetics (www.Transmag.com). The right side of thewheel supports a battery 2012, which consists of thirty rechargeablecells, and provides 36 total Volts and total capacity of nine Amp-hours.The battery 2012 is suspended by a battery support 2075, which isattached to the non-rotating central portion of the hub housing 2006.The battery support 2075 is composed of aluminum, but may be any othermaterial chosen for high strength and low weight. The motor mount 2010is an aluminum plate or other material with high thermal conductivityand sufficient stiffness and strength to support the powerful drivemotor 2011. Proper positioning of the battery 2012 places the center ofmass of the bicycle steering column slightly forward of the steeringaxis, dampening “shimmy,” or oscillations due to roughness in thepavement 2002, yet allowing steering to occur as the bicycle is leanedfrom side to side.

Rotation of the motor mount 2010 in either direction about the wheelaxle, due to application of motor power or drag from freewheel actionwhile coasting, is prevented by an anti-rotation leg 2061A and 2061B.The anti-rotation leg 2061AB is attached to a pair of anti-rotationcontact pads 2021A and 2021B. The anti-rotation contact pads 2021AB arecomposed of hard rubber or similar material, and contact the handlebarof the bicycle 2019. The tops of the anti-rotation contact pads 2021ABare tapered, to minimize any adjustment that may be required to fitvarious bicycle handlebar diameters. The anti-rotation leg 2061AB isfabricated from aluminum structural tubing, similar to McMaster Can#4699T21. Sections of the anti-rotation leg 2061AB are connectedtogether by a anti-rotation leg crossover 2062, similar to McMaster Can#4698T23. Proper positioning of the anti-rotation pads 2021AB on anybicycle is accomplished by loosening several anti-rotation leg setscrews 2082 followed by proper adjustment and retightening.Alternatively, the anti-rotation leg crossover 2062 may incorporate asplit cylindrical design and hand actuated quick release levers forsimple adjustment without the aid of tools. The bottom of theanti-rotation leg 2061AB is attached to the battery support 2075 by ananti-rotation leg support flange 2063, which is similar to McMaster Carr#4698T213.

A idler pivot support 2033 is press fit onto an idler shaft 2054. Theidler shaft 2054 supports an idler roller 2053, such that the idlerroller 2053 is journaled about the idler shaft 2054. The outercircumference of the idler roller 2053 adheres to an idler roller tire2057, which is composed of solid rubber or another material possessing ahigh coefficient of friction. The idler pivot support 2033 is allowed torotate about a motor shaft 2038 (shown in FIG. 86), so that as the tire2001 is driven clockwise by the motor, the idler pivot support 2033moves clockwise about the motor shaft 2038, forcing the idler rollertire 2057 into more intimate contact with the tire 2001. The rider mayadjust the height of a transmission mount 2052 for optimum pivot contactangle. As described in the second version, the optimum pivot contactangle depends on the coefficient of friction between the drive rollerand the surface being driven. Because this coefficient of frictiondepends strongly on variable surface conditions due to dust, moisture,and wear, it may be necessary to change the pivot contact angle, toprevent slipping or excessive radial loading. A transmission mount bolt2051 clamps the transmission mount 2052 to the anti-rotation leg 2061B.To facilitate this clamping, the transmission mount 2052 is partiallycut in a plane perpendicular to the transmission mount bolt 2051 andpassing through the long axis of the anti-rotation leg 2061A. Thetransmission mount 2052 is composed of aluminum, but may be plastic orother low density, high strength material. The idler roller 2053 iscomposed of aluminum, but may be fabricated from another low density,high strength material. A spring inside the transmission mount 2052provides freewheel action by keeping the idler roller tire 2057 off thesurface of the tire 2001 when the motor is turned off, as will be shownin FIG. 86.

Control of the drive motor 2011 is accomplished with a throttle control2023. A cable 2066AB carries electrical information and power to andfrom the throttle control 2023. The throttle control 2023 is attached tothe anti-rotation leg 2061A, by a panel connector similar to McMasterCarr #4698T151 (not shown), so that it is close to the bicyclehandlebar. A throttle control lever 2024 extends from the throttlecontrol potentiometer, so that the rider can reach it with the rightthumb. The throttle control lever 2024 is spring loaded, so that itreturns to the unpowered state as the thumb is removed. As the rideruses the hand to apply the brakes, the thumb is almost necessarilyremoved from the throttle control. Alternatively, the throttle control2023 may be secured to the anti-rotation leg 2061A by an adjustable armor “gooseneck” section to accommodate other handlebar styles. Thethrottle control 2023 may include a momentary contact “kill switch”capable of disabling the motor through a latching relay. Restarting themotor would require pushing a “start” button or turning a keyswitch.

FIG. 85 shows an end view of the wheel 2000. Note that a small diameterhub housing 2006 is used, and the spoke pattern is dished to accommodatedrive component support on the right side only. Alternatively, theseveral spokes 2068 may be arranged in a symmetric configuration, and alarger diameter hub housing may be used, similar to that in theseventeenth version, allowing room for a battery on the either side ofthe wheel 2000. The entire assembly is narrow enough to fit standardbicycles without modification. An axle 2005 is sized according tostandard dimensions, and fits into the standard bicycle fork dropout.Several locknuts 2049A-F hold the drive components and wheel bearingsonto the axle 2005. The axle 2005 supports hub bearings, which are ofthe conventional cone and cup bearing design most commonly used inbicycle wheels. Alternatively, a double row angular contact bearingdescribed in previous embodiments may be used with a larger diameterhub.

A motor controller 2020 uses the signal from the throttle control toregulate the drive motor 2011 output speed, power or torque. The motorcontroller 2020 is a pulse width modulated controller, similar to modelscurrently available from Transmagnetics (www.transmag.com).

The quick release assembly 2003A-E functions in the usual way.Compression between the quick release assembly part 2003B and the leftouter locknut 2049D rigidly attaches the wheel 2000 to a bicycle forkdropout, with the end of the axle 2005, fitting into the dropout. Thequick release assembly part 2003E serves a similar function on the rightside of the wheel 2000. The battery support 2075 provides rigidmechanical coupling between the axle 2005 and the heavy battery 2012.The battery support 2075 is attached to the axle 2005 between the pairof locknuts 2049AB and the pair of locknuts 2049EF. The battery support2075 is bolted to a section of the anti-rotation leg 2061B. In order thechange a flat tire, the rider must lift the idler pivot support 2033 sothat the idler roller tire 2057 is not in contact with the tire 2001.

FIG. 86 is a removed sectional view A-A, showing the drive components ofthe wheel of FIG. 84. Details shown indicate how the idler pivot support2033 swings about the drive motor axis, and how the drive motor 2011transfers rotational energy to the tire 2001.

A drive roller 2031 is secured to a motor shaft 2038 by a drive rollerset screw 2030. The drive roller 2031 is attached to a drive roller tire2032. The drive roller tire 2032 is composed of solid rubber or anothermaterial with a high coefficient of friction.

The idler pivot support 2033 rotates about the cylindrical axis of thedrive motor 2011. The idler pivot support 2033 is journaled about apivot shaft 2078 by a pivot sleeve bearing 2081 and a pivot thrustbearing 2079. The pivot shaft 2078 is axially aligned with the motorshaft 2038, and is press fit into the transmission mount 2052. The pivotsleeve bearing 2081 is a flanged sleeve bearing composed of a plainbearing material such as bearing bronze or plastic. A pivot torsionspring 2085 forces the idler pivot support 2033 away from the tire 2001,such that the idler roller tire 2057 does not touch the tire 2001 unlessthe idler roller 2053 is driven by the drive motor 2011. The pivottorsion spring 2085 is similar to McMaster Carr #9287K105. A pair oftorsion spring stop pins 2059AB serve to transfer the force of pivottorsion spring 2085 between the transmission mount 2052 and the idlerpivot support 2033. The torsion spring stop pin 2059A is press fit intothe transmission mount 2052, and the torsion spring stop pin 2059B ispress fit into the idler pivot support 2033.

The idler shaft 2054 is press fit into the idler pivot support 2033. Theidler roller 2053 is journaled about the idler shaft 2054 by one or moreidler bearings 2029. The idler bearings 2029 are cartridge steel ballbearings. The outer races of the idler bearings 2029 are secured to theinner diameter of the idler roller by a retaining compound. The innerraces of the idler bearings 2029 slip over a idler bearing race support2055. The inner races of the idler bearings 2029 are secured axially bycompression between the idler pivot support 2033, an idler bearingspacer 2056, the idler bearing inner race support 2055, and an idlerbelleville washer 2036. The idler belleville washer 2036 is secured tothe idler shaft 2054 by an idler roller retaining bolt 2037. The idlerbearing spacer 2056 is composed of a resilient material such as rubber,and extends slightly past the end of the idler bearing race support2055.

Grooves on the inner diameter of the idler bearing race support 2055retain one or more preloading O-rings 2058. Note that the distancebetween the idler shaft 2054 and the motor shaft 2038 is slightly lessthan the sum of the radii of the drive roller tire 2032 and the idlerroller tire 2057. The preloading O-rings 2058 are composed of rubber orother resilient material, and provide preloading compression forcebetween the drive roller tire 2032 and the idler roller tire 2057. Thispreloading force ensures that as the motor shaft 2038 begins to turn,the idler roller tire 2057 is brought into contact with the tire 2001.At this point, the idler roller 2053 begins to function as a wedgeroller described in the second embodiment, amplifying contact forcebetween all rollers. Other pivot bearing arrangements will be apparentto those skilled in the art, and may include rolling elements. Otherdrive bearing arrangements will be apparent to those skilled in the art.

Modifications to the Twentieth Version

Referring to FIG. 84, the vertical section of the anti-rotation leg2061B may be angled such that it is parallel to the headset of thebicycle 2019, with the anti-rotation leg crossover 2062 suitablymodified to keep the section of the anti-rotation leg 2061A horizontal.If the bicycle 2019 includes a shock absorber on the front forkassembly, an anti-rotation leg shock absorber can also be placed in thesection of the anti-rotation leg 2061B, between the transmission mount2052 and the anti-rotation leg crossover 2062. This anti-rotation legshock absorber ensures that the top of the anti-rotation leg 2061ABstays in contact with the bicycle handlebar, even as the bicycle passesover bumps in the pavement 2002. If the two shock absorbers are suitablematched, the anti-rotation pads should stay in the same place on thehandlebars of the bicycle 2019. However, as an added safety feature, theheight of the anti-rotation pads 2021AB should exceed the travel of thebicycle shock absorber, ensuring that the anti-rotation leg 2061ABremains engaged with the bicycle handlebar.

Referring to FIG. 84, the anti-rotation leg 2061A may support a varietyof accessories, and may be extended to temporarily attach to the bicyclehandlebar at several points with Velcro or another suitable quickrelease mechanism. Accessories may include indicators, such as batterycharge or temperature; motor RPM, power, or temperature; and bicyclespeed or distance traveled. Illumination accessories may includedirectional or brake signals, or a headlamp. A windshield may also beattached to the anti-rotation leg 2061A.

Referring to FIG. 84, a kickstand may be attached to the bottom of thebattery 2012, such that the wheel 2000 may be stored upright,independent of, or along with the bicycle 2019. The long anti-rotationleg 2061A-E can also function as a handle, to move the wheelindependently of the bicycle. A pair of handles may be attached to theanti-rotation leg 2061A-E, so that a user could hold the wheel 2000 withboth hands, and one thumb could reach the throttle control lever 2024,while being pulled by the wheel 2000 and wearing skates, or riding askateboard or wheelchair. Addition of a caliper brake to theanti-rotation leg 2061E would be required for safety with this latterrefinement.

Referring to FIG. 85, the anti-rotation leg 2061AB may include membersconnecting to the left side of the axle 2005, in a manner similar tothat shown in FIG. 64. This reinforcement of the anti-rotation leg2061AB may be necessary to prevent lateral oscillation of the drivecomponents attached near the top of the anti-rotation leg 2061AB.Alternatively, lateral reinforcement of the top of the anti-rotation leg2061AB may be provided by including an additional furcation, such thatanti-rotation pads contact the handlebar stem, or another longitudinalmember of the steering column, of the bicycle 2019.

Referring to FIG. 85, the drive motor 2011 may be an internal combustionengine, and the battery 2012 may be a gas or liquid fuel tank. Aninternal combustion engine may require a clutch to allow the motor torun without necessarily driving the wheel, a starter system, andcontrols for both. Internal combustion engine clutches and starters arewell developed, and adaptation to this and other versions will beapparent to those skilled in the art. Alternatively, the drive motor2011 may be a brush commutated electric motor, and the motor controller2020 may be suitable to a brush commutated electric motor. The battery2012 may be a fuel cell and fuel tank, or one of many available batterychemistries, such as lead-acid, nickel-cadmium, lithium ion, zinc-air,or others. The motor controller 2020 may be of semi-autonomousconfiguration, as described in FIGS. 9 and 10 of the attached material.

Referring to FIG. 85, note that the battery 2012 may be placed oneither, or both, sides of the wheel 2000. Also, the battery support 2075may be attached outboard of the bicycle fork, on a suitably extendedaxle 2005. This would require using nuts to attach the wheel 2000 to thebicycle fork, but allow use of a conventional hub housing 2006, and asymmetric (not dished) spoke pattern.

Referring to FIG. 86, the first reduction stage of the drivetrain may begear coupled, by including spur or helical gear teeth in the driveroller 2031 and the idler roller 2053, such that the teeth of the idlerroller 2053 are recessed and do not contact the tire 2001.

Referring to FIG. 86, a two speed version can be built using thisconfiguration and a planetary gear arrangement as described in theseventeenth version, to connect the motor 2011 to the idler roller 2053.Also referring to FIG. 86, the function of the drive clutch bearing maybe replaced by a rider accessible mechanical lever that disengages theidler roller tire 2057 from the tire 2001, and temporarily locks intoplace.

Twenty-First Exemplary Version of the Invention (FIGS. 87-88)

FIG. 87 shows an alternate mounting arrangement, attaching drivecomponents to a mountain or hybrid bicycle with straight handlebars.This is applicable to all versions described in the attached material.

Rotation of the drive assembly in either direction about the wheel axle,due to application of motor power or drag from freewheel action whilecoasting, is prevented by an anti-rotation leg 2161A and 2161B. Theanti-rotation leg 2161AB is attached to a pair of anti-rotation contactpads 2121C and 2121B. The anti-rotation contact pads 2121BC are composedof hard rubber or similar material, and contact the handlebar stem of abicycle 2119. This handlebar stem contact improves lateral stability ofthe anti-rotation leg 2161AB. The handlebar of the bicycle 2119interlocks with a contact slider 2131. The contact slider 2131 is freeto move parallel to any shock absorber that may be mounted on the forkof the bicycle 2119, as it slides in dovetail slots cut into theanti-rotation contact pads 2121A and 2121B. The top of the anti-rotationcontact slider 2131 is tapered, to minimize any adjustment that may berequired to fit various bicycle handlebar diameters. Pressure ismaintained at all times between the contact slider 2131 and thehandlebar of the bicycle 2119 by a spring 2129. The spring 2129 iscompressed between the contact slider 2131 and a contact slider base2130. The contact slider base is attached to the a tubing elbow 2125.

The anti-rotation leg 2161AB is fabricated from aluminum structuraltubing, similar to McMaster Can #4699T21. Sections of the anti-rotationleg 2161AB are connected together by a anti-rotation leg crossover 2162,similar to McMaster Can #4698T23. Proper positioning of theanti-rotation pads 2121A-C on any bicycle is accomplished by looseningseveral anti-rotation leg set screws followed by proper adjustment andretightening. Alternatively, the anti-rotation leg crossover 2162 mayincorporate a split cylindrical design and hand actuated quick releaselevers for simple adjustment without the aid of tools. A tubing tee2127, similar to McMaster Carr #4698T91, connects the anti rotation leg2161A with the core of the anti-rotation contact pad 2121A. The tubingelbow 2125, similar to McMaster Can #4698T31, connects the anti rotationleg 2161A with the core of the anti rotation contact pad 2121B. A tubingelbow 2132 connects the anti-rotation leg 2161A to the core of theanti-rotation contact pad 2121C.

Control of the drive motor is accomplished with a throttle control 2123.A cable 2166 carries electrical information and power to and from thethrottle control 2123. The throttle control 2123 is attached to athrottle support plate 2128. The aluminum throttle support plate 2128 isbent to place the throttle control in the proper position. The throttlesupport plate 2128 is secured to the anti-rotation leg 2161A, byattachment to the contact slider 2131, so that it remains close to thebicycle handlebar, even during compression of any shock absorber thatmay be present on the fork of the bicycle 2119. A throttle control lever2124 extends from the throttle control potentiometer, so that the ridercan reach it with the right thumb. The throttle control lever 2124 isspring loaded, and in affixed to a linear slide potentiometer, so thatit returns to the unpowered state as the thumb is removed. Moving thethrottle control lever 2124 toward the handlebar stem causesacceleration. As the rider uses the hand to apply the brakes, the thumbis almost necessarily removed from the throttle control. Thisarrangement permits the rider to use the index finger to upshift therear derailler, while applying pressure to the throttle control lever2124, such that simultaneous, continuous power is derived from both theconventional pedal driven drivetrain and the motorized drivetrain.Alternatively, a rotary potentiometer coupled to a torsion spring andthrottle lever may be used.

The throttle control 2123 includes a momentary contact kill switch 2143capable of disabling the motor through a latching relay, as is commonlyused in fail safe start/stop machinery control. Restarting the motorrequires pushing a “start” button or turning a keyswitch (not shown). Apower indicator 2142 illuminates when power is available to the system.An enable switch 2141 consists of a toggle switch that supplies power tothe enable line of the motor controller. Alternatively, the throttlecontrol 2123 may be secured to the anti-rotation leg 2161A by anadjustable arm or “gooseneck” section to accommodate other handlebarstyles.

FIG. 88 shows an external view of an alternate hub battery supportarrangement, which is applicable to the sixteenth, nineteenth, andtwentieth versions. This support arrangement reduces the departure fromstandard bicycle wheel design significantly. An axle 2105 is fabricatedwith a smooth extension on one end. The smooth portion of the axle 2105extends outboard of the dropout of the bicycle 2119. A longer quickrelease skewer axle 2103A accommodates the longer axle 2105. A standardwheel locknut 2149 contacts the inboard side of the dropout in the usualmanner. The locknut 2149 threads onto the axle 2105 and serves to lockthe bearing cone within the standard wheel hub (not shown). A bronzebushing 2156 slides over the smooth end of the axle 2105 duringinstallation and removal, to allow clearance of a battery support 2175past the tab commonly found on the end of bicycle fork dropouts. Thebronze bushing 2156 is press fit into the battery support 2175. Thebattery support 2175 is secured to a battery case wall 2112 by severalbolts 2151. The anti-rotation leg 2161B is welded to the battery support2175. The anti-rotation leg 2161B is set into the battery support 2175at an angle toward the handlebar, thereby reducing the length of thehorizontal portion of the anti-rotation leg 2161A, and improving thelateral stability of the top of the anti-rotation leg 2161AB. Duringinstallation, a quick release eccentric lever 2103B compresses thedropout and the battery support 2175 against the locknut 2149. Removalof the motorized drivetrain and battery can be completed, whileretaining human powered functionality, and without use of tools, if thebattery support 2175 is replaced by a bushing of similar width, and adiameter comparable to the locknut 2149. Alternatively, nuts may replacethe quick release mechanism to more permanently attach the drivetraincomponents to the axle 2105, by extending the outboard end of the axle2105 and threading the axle end.

Modifications to, and Other Versions of, the Invention

Various preferred versions of the invention are shown and describedabove to illustrate different possible features of the invention and thevarying ways in which these features may be combined. Apart fromcombining the different features of the foregoing versions in varyingways, other modifications are also considered to be within the scope ofthe invention. Following is an exemplary list of such modifications.

The foregoing versions of the wheels have generally been described asbeing installed as the front wheels in bicycles for the sake ofsimplicity. They might be used as rear wheels instead, or may be usedfor both wheels.

The aforementioned support rollers may take a variety of forms otherthan those described, and additional or fewer support rollers may beused. Support rollers at the top of the wheel and/or near the brakecalipers are useful, since they may prevent misaligned caliper brakesfrom changing the axial position of the top of the rim. Additionalsupport rollers may also reduce shimmy of the rim and tire at highspeeds.

Drive motors could be internal combustion engines rather than electricmotors. Similarly, the aforementioned batteries may be replaced (orsupplemented) by other types of energy storage means, such as fuelcells, or fuel tanks for holding gasoline, propane, or other fuels.

The invention is not intended to be limited to the preferred versions,but rather is intended to be limited only by the claims set out below.Thus, the invention encompasses all different versions that fallliterally or equivalently within the scope of these claims.

1. A wheel propulsion assembly for a bicycle having a steering columnincluding a handlebar descending to a front fork, said fork having apair of opposing legs, each leg having a lower dropout for receiving awheel axle therein, said wheel propulsion assembly comprising: a. awheel having a central wheel axle with wheel axle ends protruding fromopposite sides of said wheel, said wheel axle ends being insertablewithin said lower dropouts of said fork legs for removable engagementtherein; b. a restraining member anchored with respect to said wheelaxle, said restraining member: (1) extending from said wheel to anengagement end distant from said wheel axle and outside said wheeldiameter, (2) being sized and configured such that when said wheel issituated between said fork legs with its wheel axle ends within saidlower dropouts, the restraining member extends upwardly from said wheelto engage said handlebar at its engagement end, (3) supporting a displayadjacent its engagement end, said display being in communication withone or more sensors receiving measurements from said motor or saidwheel; c. a motor anchored to said restraining member, wherein saidmotor drives said wheel, wherein said wheel propulsion assembly isremovably installable within said front fork of said bicycle byinserting said wheel axle ends within said lower dropouts of said forklegs and engaging said engagement end of said restraining member to saidhandlebar.
 2. The wheel propulsion assembly of claim 1 wherein saiddisplay indicates battery charge.
 3. The wheel propulsion assembly ofclaim 1 wherein said display indicates motor temperature.
 4. The wheelpropulsion assembly of claim 1 wherein said display indicates motor RPM.5. The wheel propulsion assembly of claim 1 wherein said displayindicates motor power.
 6. The wheel propulsion assembly of claim 1wherein said display indicates bicycle speed.
 7. The wheel propulsionassembly of claim 1 wherein said display indicates distance traveled.